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多尺度交通出行碳排放影响因素研究进展
({{custom_author.role_cn}}), {{javascript:window.custom_author_cn_index++;}}Progress of research on influencing factors of CO2 emissions from multi-scale transport
({{custom_author.role_en}}), {{javascript:window.custom_author_en_index++;}}减少交通出行碳排放是全球共同面对的重大议题之一,同时也是城市和交通可持续发展的重要目标。论文首先基于文献计量方法对近20年来的全球交通出行碳排放研究现状与趋势进行梳理与分析,在此基础上,分别从国家、城市和社区3个尺度对国家交通能源消耗及其碳排放的驱动力因素、城市形态对交通碳排放的影响以及社区建成环境对居民出行碳排放的影响研究进行了文献综述与归纳凝练。研究发现：① 国家尺度的研究早期大多基于时间序列数据,采用分解法探究交通能源消耗的主要驱动力;近年来,研究进一步根据能源消耗数据“自上而下”地测算交通碳排放,并通过构建面板数据模型探究社会经济、城市形态和交通发展因素对交通碳排放的影响。② 城市尺度的研究早期围绕紧凑城市是否一种低碳的城市形态而进行讨论,主要使用截面数据和相关分析方法;近年来,进一步拓展使用情景预测、GIS空间分析、空间回归、空间模拟等方法探究城市交通碳排放的空间差异及其与城市形态、城市中心分布形式之间的关系。③ 在社区尺度,研究多以截面、非集计的问卷调查数据为主,采用定量的数学模型探究居民社会经济属性和人口密度,土地利用混合度,与就业地、城市中心的距离,路网与交叉口密度、公共交通供给水平等建成环境要素对居民出行碳排放的影响。最后有针对性地提出了未来中国城市交通出行碳排放影响因素的研究趋势。
Reducing CO2 emissions from transport is a major issue worldwide. It is also an important goal for sustainable urban and transport development. Using bibliometric methods, this article reviews and summarizes the current research situation and trends of global CO2 emissions from transport over the past two decades. On this basis, the article reviews and analyzes the literature on the driving forces of energy consumption and its related CO2 emissions, and the impacts of urban form and neighborhood built environments on CO2 emissions from transport at the national, city, and neighborhood scales, respectively. Our study found that most of the early national-scale studies were based on time-series data, using decomposition methods to explore the main driving forces of transport energy consumption. In recent years, further studies calculated CO2 emissions from transport with a "top-down" approach based on energy consumption data, and explored the impact of socioeconomic, urban form, and transportation development factors on CO2 emissions from transport by constructing panel data models. Early city-scale studies focused on whether compact cities are a low-carbon urban form, mainly using cross-sectional data and correlation analysis methods. In recent years, scenario forecasting, GIS spatial analysis, spatial regression, spatial simulation, and other methods have been further developed to explore the spatial differences of urban transport carbon emissions and their relationships with urban morphology and urban center distribution. For the neighborhood-scale studies, mathematical models were used to examine the effects of residents’ demographics and built environments on CO2 emissions, mainly based on cross-sectional and disaggregated questionnaire survey data. The built environment factors include population density, land-use mix, distance to employment sites or distance to urban centers, road network and intersection density, and the supply level of public transport. At the end of the article, research trends of influencing factors of CO2 emissions from transport in urban China are analyzed with respect to the three aspects of study data, methodology, and research contents.
交通 / 出行 / 碳排放 / 影响因素 / 多尺度分析 {{custom_keyword}} /
transport / travel / CO2 emissions / influencing factors / multi-scale analysis {{custom_keyword}} /
表1 发表文献总数前10名的期刊Tab.1 Top 10 journals of published articles |
| 排名 | 期刊名称 | 文献总数/篇 | 总被引次数/次 | 平均被引次数/次 |
|---|---|---|---|---|
| 1 | Transportation Research Part D: Transport and Environment | 724 | 2034 | 2.81 |
| 2 | Transportation Research Record | 571 | 629 | 1.10 |
| 3 | Proceedings of the Institution of Mechanical Engineers Part D-Journal of Automobile Engineering | 323 | 249 | 0.77 |
| 4 | International Journal of Automotive Technology | 207 | 239 | 1.15 |
| 5 | Transportation Research Part A: Policy and Practice | 207 | 726 | 3.51 |
| 6 | Transport Policy | 153 | 377 | 2.46 |
| 7 | IEEE Transactions on Intelligent Transportation Systems | 150 | 252 | 1.68 |
| 8 | Transportation Research Part C: Emerging Technologies | 140 | 330 | 2.36 |
| 9 | International Journal of Vehicle Design | 136 | 51 | 0.38 |
| 10 | Journal of Transport Geography | 115 | 239 | 2.08 |
表2 总被引用次数最多的前10位作者Tab.2 Top 10 authors with the highest total number of citations |
| 作者名 | 总被引用次数/次 | 文章总数/篇 | 第一作者文章 总数/篇 | 第一作者文章 被引次数/次 | 通信作者文章 总数/篇 | 通信作者文章 被引次数/次 |
|---|---|---|---|---|---|---|
| H. Rakha | 290 | 27 | 11 | 125 | 21 | 181 |
| K. Ahn | 264 | 23 | 11 | 140 | 5 | 111 |
| M. Barth | 175 | 23 | 7 | 99 | 7 | 99 |
| A. Trani | 168 | 4 | 0 | 0 | 0 | 0 |
| K. Boriboonsomsin | 160 | 21 | 10 | 67 | 10 | 71 |
| N. M. Rouphail | 144 | 25 | 0 | 0 | 0 | 0 |
| D. Banister | 123 | 16 | 5 | 25 | 4 | 20 |
| T. Bektas | 121 | 8 | 1 | 48 | 6 | 95 |
| G. Laporte | 121 | 8 | 0 | 0 | 1 | 0 |
| H. C. Frey | 119 | 29 | 7 | 34 | 21 | 60 |
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曹小曙, 杨文越, 黄晓燕 . 2015. 基于智慧交通的可达性与交通出行碳排放: 理论与实证[J]. 地理科学进展, 34(4):418-429.
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柴彦威, 肖作鹏, 刘志林 . 2011. 基于空间行为约束的北京市居民家庭日常出行碳排放的比较分析[J]. 地理科学, 31(7):843-849.
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柴彦威, 肖作鹏, 刘志林 . 2012. 居民家庭日常出行碳排放的发生机制与调控策略: 以北京市为例[J]. 地理研究, 31(2):334-344.
根据2007年北京市居民活动日志调查数据,利用Amos7.0软件建立单效标因素的路径分析模型,试图在"社区-家庭"层面上挖掘"空间利用-出行特征-碳排放"的内在发生机理,藉此寻找城市空间组织低碳化的调控路径。研究发现:影响居民家庭日常出行碳排放的主要因素是出行距离和出行方式。社区空间利用特征对家庭出行的距离总量有显著影响,对小汽车出行比率则没有明显作用效果;私家车的购置对居民家庭出行行为的高碳化具有不可逆的作用特点;在现有设施条件、空间环境和车辆使用政策下,公共交通对私人交通出行没有替代性。研究认为,城市空间组织和调控优化应通过土地混合利用、设施供给等物质空间组织与再组织手段,形成空间行为组织和行为规划策略,引导居民降低交通发生量,优化居民交通发生的时空结构,建构低碳的城市空间结构。
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城市能耗占全球能耗的比重随着城市化率的不断提高而增大,交通能耗作为城市能耗的重要构成部分,已有较多研究证明城市形态对其具有显著影响,这些研究多属于城市间层次,而少有城市内的研究对城市形态与交通能耗、环境影响的关系进行定量识别。本文拟建立城市形态、交通能耗和环境的集成模型,对单一城市内的不同空间组织(即城市形态),如土地使用方式、开发密度、就业中心的数量和分布等,对潜在的通勤交通能耗和环境影响的关系进行定量识别。该模型采用多智能体(multi-agent) 方法,一方面针对同一假想空间采用蒙特卡洛方法根据约束条件生成多个城市形态,并采用就业地斑块数目、平均斑块分形指数、香农多样性和平均近邻距离等14 个指标表征城市形态。另一方面,固定数量的居民agent 在所生成的每个城市形态内,选择居住区位和就业区位,根据通勤距离和社会经济特征选择交通方式,进而计算通勤交通能耗和环境影响,在城市层面统计通勤交通能耗和环境影响总和。最后分析城市形态与通勤交通能耗和环境影响的定量关系,主要得到以下结论,① 对于不同的城市空间布局和密度分布,通勤交通能耗的弹性范围约为3 倍；② 城市形态评价指数中,就业中心斑块的数量是对通勤交通能耗影响最大的变量；③ 多种城市形态所对应的通勤交通能耗基本呈正态分布。此外,还对城市形状对通勤交通能耗的影响进行了识别,并针对假想空间的多个典型城市形态(如紧凑与分散、单中心与多中心、TOD政策、绿隔政策),进行了通勤交通总量的计算,进而对典型规划理念进行了定量对比。本模型不仅可以用于识别城市形态与通勤交通能耗和环境影响的定量关系,定量对比典型的规划理念,还可以用于空间规划方案的能耗和环境影响评价。
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苏涛永, 张建慧, 李金良 , 等. 2011. 城市交通碳排放影响因素实证研究: 来自京津沪渝面板数据的证据[J]. 工业工程与管理, 16(5):134-138.
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城市扩张过程使交通需求量增加,导致来自交通部门的碳排放量增加。紧凑型城市发展有助于减少交通需求从而降低交通部门的碳排放量。基于一个问卷调查利用情景分析的方法定量探讨居住-就业距离变化对通勤碳排放量的影响,为科学规划城市格局提供理论依据。研究结果表明在居住-就业距离不超过15 km(适宜公共交通出行距离)的情景中居住-就业距离缩短21.3%,交通碳排放量减小28.2%,费用节省21.2%;在居住-就业距离不超过5 km(适宜非机动车出行距离)的情景中居住-就业距离缩短56.3%,碳排放量减小53.1%,费用节省34.6%。两种情景下不同出行方式中,公交系统对行驶里程缩短的影响最大,私家车对碳排放量减小和花费降低的影响最大。在城市扩张过程中应该力求实现功能多元化的扩张格局,城市交通体系建设应为低碳出行提供最大便利。
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杨上广, 王春兰, 刘淋 . 2014. 上海家庭出行碳排放基本特征、空间模式及影响因素研究[J]. 中国人口·资源与环境, 24(6):148-153.
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杨文越, 曹小曙 . 2018. 居住自选择视角下的广州出行碳排放影响机理[J]. 地理学报, 73(2):346-361.
国内外已有不少研究从国家、城市和社区层面探讨了交通出行碳排放的影响因素,然而,很少研究考虑到居住自选择的影响。若忽略该影响,将很可能会错误地估计建成环境的作用,以至于相关规划与政策制定有所偏离。中国城市是否与西方国家一样也具有居住自选择效应?在考虑了居住自选择后,建成环境是否对出行碳排放具有显著的影响,如何产生影响?为了回答以上科学问题,基于2015年广州15个社区1239份问卷数据和出行O-D点智能查询系统（TIQS）的开发与应用,对居民出行碳排放进行了测度,并通过构建结构方程模型（SEM）探究了不同类型出行碳排放的影响机理。研究发现：中国城市同样存在居住自选择效应,转变居民出行方式选择偏好有利于减少出行碳排放。在控制居住自选择效应后,建成环境仍然对居民出行碳排放产生显著的影响。这些影响有的属于直接影响,有的则是通过影响其他中介变量,例如小汽车拥有或出行距离,进而再对出行碳排放造成间接影响。对于不同类型出行,其碳排放的影响机理并不一样。
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杨文越, 李涛, 曹小曙 . 2015 a. 广州市社区出行低碳指数格局及其影响因素的空间异质性[J]. 地理研究, 34(8):1471-1480.
通过构建社区出行低碳指数（CTLCI）模型,对广州市社区出行低碳指数的空间格局及其差异特征进行了分析,并利用全局回归（OLS）模型和地理加权回归（GWR）模型对社区出行低碳指数的影响因素以及其间关系的空间异质性进行了研究。结果表明,广州市社区出行低碳指数由中心城区向外逐渐递增,呈明显的圈层结构。内圈层的社区出行低碳指数内部差异最小,中间过渡圈层的最大。社区人口密度对社区出行低碳指数的影响以正向作用为主,公共交通供给水平和路网密集程度对社区出行低碳指数的影响以负向作用为主,且它们的影响作用具有空间异质性。具体指出了在不同地域空间内社区人口密度、公共交通供给水平和路网密集程度对社区出行低碳指数在影响程度和作用方向上的差异,为减少广州城市交通碳排放、针对不同空间制定有效的低碳政策和构建低碳城市空间结构提供了科学依据。
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中国城市的内部空间结构正在发生巨大演变,空间集聚在带来经济效率的同时,也引发了交通拥堵与环境污染等问题.本文利用2009年9月开展的北京市社区住户"家庭出行能耗与居住环境"调查数据,重点分析了城市空间结构(居住、就业及城市公共品的空间布局)对居民选择购买私家车以及私家车碳排放的影响.我们发现:居住分布与城市公共品分布的空间匹配程度越高,家庭拥有私家车的概率越小;私家车出行成本越低,就业可达性越差,碳排放越高.这些实证发现可以给城市规划者以启示,提高城市空间结构的低碳效果.
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This pieces introduces the papers brought together in this special section of journal of Transport Geography. It explores some of the difficulties of decarbonising transport and argues that the social sciences, including human geography and its many sub-disciplines, can make important contributions to understanding the links between climate change, energy use and transport. Some research priorities for social scientists interested in these issues are outlined, and reflections are offered on how the social sciences can make further contributions to the thinking about transport's decarbonisation. (C) 2012 Elsevier Ltd.
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The paper examines the determinants of urban travel greenhouse gas emissions. Specifically, we examine the impact of individual and household socio-economic characteristics as well as the effect of land use and transit supply characteristics around the residence and work place. The analysis uses an activity-based longitudinal panel survey in the Quebec City region of Canada. We find that emissions vary considerably depending on the respondent gender, professional status, age, family structure, income level and day of the week. Particularly, we find evidence of significant economies of scale within Quebec City households in the production of greenhouse gas emissions. We also find major differences in emissions depending upon the type of neighbourhood. A respondent living in the city periphery would produce on average 70% more emissions than if he was located at the city center. Land use and transit supply attributes are, however, also extremely different between these two locations. When estimating the elasticity of emissions with respect to land use and transit supply indicators such as residential density, these emerge as relatively small. (C) 2011 Elsevier Ltd.
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Walking and cycling is widely assumed to substitute for at least some motorized travel and thereby reduce energy use and carbon dioxide (CO2) emissions. While the evidence suggests that a supportive built environment may be needed to promote walking and cycling, it is unclear whether and how interventions in the built environment that attract walkers and cyclists may reduce transport CO2 emissions. Our aim was therefore to evaluate the effects of providing new infrastructure for walking and cycling on CO2 emissions from motorized travel.
A cohort of 1849 adults completed questionnaires at baseline (2010) and one-year follow-up (2011), before and after the construction of new high-quality routes provided as part of the Sustrans Connect2 programme in three UK municipalities. A second cohort of 1510 adults completed questionnaires at baseline and two-year follow-up (2012). The participants reported their past-week travel behaviour and car characteristics from which CO2 emissions by mode and purpose were derived using methods described previously. A set of exposure measures of proximity to and use of the new routes were derived. Overall transport CO2 emissions decreased slightly over the study period, consistent with a secular trend in the case study regions. As found previously the new infrastructure was well used at one- and two-year follow-up, and was associated with population-level increases in walking, cycling and physical activity at two-year follow-up. However, these effects did not translate into sizeable CO2 effects as neither living near the infrastructure nor using it predicted changes in CO2 emissions from motorized travel, either overall or disaggregated by journey purpose. This lack of a discernible effect on travel CO2 emissions are consistent with an interpretation that some of those living nearer the infrastructure may simply have changed where they walked or cycled, while others may have walked or cycled more but few, if any, may have substituted active for motorized modes of travel as a result of the interventions. While the findings to date cannot exclude the possibility of small effects of the new routes on CO2 emissions, a more comprehensive approach of a higher 'dosage' of active travel promotion linked with policies targeted at mode shift away from private motorized transport (such as urban car restraint and parking pricing, car sharing/pooling for travel to work, integrating bike sharing into public transport system) may be needed to achieve the substantial CO2 savings needed to meet climate change mitigation and energy security goals. (C) 2014 Elsevier Ltd. {{custom_citation.content}}
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Carbon dioxide (CO2) emissions from motorised travel are hypothesised to be associated with individual, household, spatial and other environmental factors. Little robust evidence exists on who contributes most (and least) to travel CO2 and, in particular, the factors influencing commuting, business, shopping and social travel CO2. This paper examines whether and how demographic, socio-economic and other personal and environmental characteristics are associated with land-based passenger transport and associated CO2 emissions. Primary data were collected from 3474 adults using a newly developed survey instrument in the iConnect study in the UK. The participants reported their past-week travel activity and vehicle characteristics from which CO2 emissions were derived using an adapted travel emissions profiling method. Multivariable linear and logistic regression analyses were used to examine what characteristics predicted higher CO2 emissions. CO2 emissions from motorised travel were distributed highly unequally, with the top fifth of participants producing more than two fifth of emissions. Car travel dominated overall CO2 emissions, making up 90% of the total. The strongest independent predictors of CO2 emissions were owning at least one car, being in full-time employment and having a home-work distance of more than 10 km. Income, education and tenure were also strong univariable predictors of CO2 emissions, but seemed to be further back on the causal pathway than having a car. Male gender, late-middle age, living in a rural area and having access to a bicycle also showed significant but weaker associations with emissions production. The findings may help inform the development of climate change mitigation policies for the transport sector. Targeting individuals and households with high car ownership, focussing on providing viable alternatives to commuting by car, and supporting planning and other policies that reduce commuting distances may provide an equitable and efficient approach to meeting carbon mitigation targets. (C) 2012 Elsevier Ltd.
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Current debate focuses on the need for the transport sector to contribute to more ambitious carbon emission reduction targets. In the UK, various macro-economic and energy system wide, top-down models are used to explore the potential for energy demand and carbon emissions reduction in the transport sector. These models can lack the bottom-up, sectoral detail needed to simulate the effects of integrated demand and supply-side policy strategies to reduce emissions. Bridging the gap between short-term forecasting and long-term scenario "models", this paper introduces a newly developed strategic transport, energy, emissions and environmental impacts model, the UK Transport Carbon Model (UKTCM). The UKTCM covers the range of transport-energy-environment issues from socio-economic and policy influences on energy demand reduction through to life cycle carbon emissions and external costs. The model is demonstrated in this paper by presenting the results of three single policies and one policy package scenario. Limitations of the model are also discussed. Developed under the auspices of the UK Energy Research Centre (UKERC) the UKTCM can be used to develop transport policy scenarios that explore the full range of technological, fiscal, regulatory and behavioural change policy interventions to meet UK climate change and energy security goals. (C) 2010 Elsevier Ltd.
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This study has proposed a new solution concerning fuel consumption in China's transport sector, which has provided a more accurate basis for estimating CO2 emissions in the transport sector both on national and regional level. Our analysis indicated that CO2 emissions in China's transport sector in 2007 reached to 436 Mt, higher than 408 Mt estimated by IEA. The CO2 emissions in transport sector accounted for 7% of China's total fossil fuel combustion CO2 emissions, which is much lower than the global average level of 23%. The CO2 emission from road transportation was 376.6 Mt, 37% higher than IEA's estimation. Therefore we thought IEA significantly underestimated the amount of CO2 emissions from road transportation in China, inevitably they overestimated CO2 emissions in other transportation means. The IEA's result of road transportation CO2 emissions is only 67.64% in the entire transport sector, but our study showed this ratio could be up to 86.32%. This study also preliminarily analyzed the driving-forces of CO2 emissions in transport sector at regional level. The results showed that the CO2 emissions in transport sector are closely associated with GDP. Finally the article had reviewed some policies in China's transport sector. (C) 2011 Elsevier Ltd.
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Reclaimed water is an important water resource for agricultural irrigation. Based on the systematic analysis of experimental data, this paper studies the spatiotemporal transformation and distribution of As in soil-crop system. Through the comparison with groundwater irrigation, reclaimed water irrigation was tested and studied in connection with the greenhouse vegetables in the growing season. The accumulation, distribution and transportation of As in different depths of soil within 7 days after reclaimed water irrigation were analyzed and discussed. The results showed that the concentration of As was the highest on the first day after irrigation; it was the highest at the depth of 100 cm on the third day after irrigation, but its concentration in the topsoil slightly decreased; from the fifth to the seventh day, the concentrations of As in the different layers of soil were almost the same, but it was the highest at the depth of 80-120 cm; and it decreased slightly with the increase in depth when the depth was less than 120 cm. As in soil during the growing season varied as the frequency of irrigation increased. The specific situation was as follows: as the accumulated As in the topsoil increased, the increased As at the depth of 80-120 cm would become less and the concentration of As at 200 cm would fall. Therefore, when the appropriate concentration of reclaimed water is used for irrigation, the concentration of As in the deep layer soil will comply with the standard limits of GB15618-1995 and the irrigation with reclaimed water of appropriate concentration will not cause As pollution.
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This article has been retracted: please see Elsevier Policy on Article Withdrawal (http://www.elsevier.com/locate/withdrawalpolicy).
This article has been retracted at the request of Editor. The authors have plagiarized part of a paper that had already appeared in Transportation Research Part A, 43 (2009) 580–591. doi:10.1016/j.tra.2009.02.005. One of the conditions of submission of a paper for publication is that authors declare explicitly that their work is original and has not appeared in a publication elsewhere. Re-use of any data should be appropriately cited. As such this article represents a severe abuse of the scientific publishing system. The scientific community takes a very strong view on this matter and apologies are offered to readers of the journal that this was not detected during the submission process. As a consequence, pages 1059–1071 originally occupied by the retracted article are missing from the printed issue. The publisher apologizes for any inconvenience this may cause. {{custom_citation.content}}
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AbstractTransport 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. {{custom_citation.content}}
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The transport sector contributes significantly to the emission of global greenhouse gases (GHGs) resulting in a rise in global temperature and climate change. A troubling aspect of emissions from the transport sector is that they are increasing rapidly. With the ongoing rapid increase in population, expansion of middle class in developing countries, and availability of cheaper vehicles such as Tata Nano in India, the desire to own private vehicles is within reach now than ever for millions of people in the developing world. This could have a huge implication on ongoing effort towards containment of GHG emissions. We look at the role of urban design forms - settlement density - housing and employment activities and the effects they could have in reducing travel demands, motor vehicle dependency and GHG emissions. Although urban planning has a limited effect on the reduction of GHG emissions, in the short term, due to the time needed to build up the necessary infrastructures, in the long term, it can be very effective through the shift from private vehicle dependency to public and other alternative environmentally friendly modes of transports (such as walking and cycling). A mixture of high residential and employment density could influence shorter commuter journeys and a reduction in private vehicle use if it is supported by an efficient public transport system and appropriate fiscal and regulatory instruments. Among the set of available instruments to reduce GHGs from the transport sector, urban planning, may be equally important, if not more to contain emissions from the transport sector. (C) 2011 Elsevier Ltd.
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Climate change and deep cuts in CO2 emissions require transitions to new kinds of transport systems. To understand the dynamics of these transitions, this paper introduces a socio-technical approach which goes beyond technology fix or behaviour change. Systemic transitions entail co-evolution and multidimensional interactions between industry, technology, markets, policy, culture and civil society. A multi-level perspective (MLP) is presented as a heuristic framework to analyze these interactions. The paper aims to introduce the MLP into transport studies and to show its usefulness through an application to the auto-mobility system in the United Kingdom and the Netherlands. This application aims to assess the drivers, barriers and possible pathways for low-carbon transitions. (C) 2012 Elsevier Ltd.
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The negative signal provided by some co-inhibitory factors like PD-1 was associated with chronic hepatitis B infection induced-T cell exhaustion, but the correlation of CpG methylation of Pdcd1 gene with PD-1 expression and medical laboratory indicators in chronic hepatitis B infection has not been elucidated yet.
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AbstractUrban form – for example, sprawl versus infill development – impacts people's daily travel patterns and annual vehicle-kilometers traveled (VKT). This paper explores how urban form impacts greenhouse gas (GHG) emissions from passenger-vehicles, the largest source of urban transportation GHG emissions. Our research uses a recently published urban scaling rule to develop six scenarios for high- and low-sprawl US urban growth. We develop and apply a Monte Carlo approach that describes ensemble statistics for several dozen urban areas rather than forecasting changes in individual urban areas. Then, employing three vehicle- and fuel-technology scenarios, we estimate total passenger VKT and resulting GHG emissions for US urban areas. Our results indicate that comprehensive compact development could reduce US 2000–2020 cumulative emissions by up to 3.2 GtCO2e (15–20% of projected cumulative emissions). In general, vehicle GHG mitigation may involve three types of approaches: more-efficient vehicles, lower-GHG fuels, and reduced VKT. Our analyses suggest that all three categories must be evaluated; otherwise, improvements in one or two areas (e.g., vehicle fuel economy, fuel carbon content) can be offset by backsliding in a third area (e.g., VKT growth). {{custom_citation.content}}
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IEA. 2018. CO2 Emissions from Fuel Combustion [R]. Paris, France: IEA.
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This analysis characterizes century-scale trends in exergy efficiency in Japan. Exergy efficiency captures the degree to which energy inputs (such as coal) are converted into useful work (such as electricity or power to move a vehicle). This approach enables the estimation of net efficiencies which aggregate different technologies. Sectors specifically analyzed are electricity generation, transport, steel production, and residential space heating. One result is that the aggregate exergy efficiency of the Japanese economy declined slightly over the last half of the 20th century, reaching a high of around 38% in the late 1970s and falling to around 33% by 1998. The explanation for this is that while individual technologies improved dramatically over the century, less exergy-efficient ones were progressively adopted, yielding a net stabilization or decline. In the electricity sector, for instance, adoption of hydropower was followed by fossil-fired plants and then by nuclear power, each technology being successively less efficient from an exergy perspective. The underlying dynamic of this trend is analogous to declining ore grades in the mining sector. Increasing demand for exergy services requires expended utilization of resources from which it is more difficult to extract utility (e.g., falling water versus coal). We term this phenomenon efficiency dilution.
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Everyday traffic accounts for a significant share of overall greenhouse gas emissions, in particular carbon dioxide (CO2). While several solutions have been proposed for decreasing the emissions, a new kind of land use planning is required in order to achieve long-term effects. This study focuses on the effect of large retail store locations in the urban structure on overall CO2 emissions, by using the Oulu region, Finland, as a case study. The aim was to utilize GIS tools to assess store locations in terms of CO2 emissions from private cars used for consumer traffic. In this case, not only are the locations of the existing and planned retail units investigated with respect to population distribution and car ownership, but the analysis is also carried out by regarding any location within the study area as a hypothetical site for a large retail unit. According to the applied method, CO2 values are lowest near the centre of the studied region, the region with the highest population density, although the city centre itself did not turn out to be the most optimal location for a retail store in terms of CO2 emissions. Nevertheless, by generally reducing trip length, a compact urban structure is an important way of achieving long-term cuts in CO2 emissions. (C) 2010 Elsevier Ltd.
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With human activity, modern medicine, and climate change all intensifying the impact of fungi on global health, agriculture, and biodiversity, it is more crucial than ever to advance our understanding of the fascinating biology of fungi in order to harness their extraordinary potential and evade the devastation they can impose. To tackle this challenge, the American Academy of Microbiology convened a colloquium in October 2017, bringing together an international and interdisciplinary team of experts. This meeting transpired a decade after the first of its kind hosted by the Academy in 2007. This new report, titled One Health: Fungal Pathogens of Humans, Animals, and Plants, highlights the remarkable advances in the field and provides updated recommendations to address scientific and public health challenges in the new environment.
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This paper contributes to the study of planning for low-carbon cities by providing empirical evidence on the relationship between planning parameters (i.e., density, land use mix, accessibility to public transportation and jobs-housing balance) and household carbon emission in Beijing, China. Five neighborhoods representing different levels of carbon emission are selected using a household survey dataset that includes 1227 sample households; these neighborhoods are analyzed using the survey dataset together with land use data provided by the Beijing Municipal Urban Planning Commission. Findings confirm that higher population density, mixed land-use patterns, better accessibility to public transportation, and job-housing balance are important planning parameters that reduce household carbon emission in Beijing. This research provides the first empirical evidence from a large Asian city that can assist planners and policy makers in estimating the impact that planning principles can have on reducing household carbon emission. (C) 2011 Elsevier Ltd.
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China is Asia's most important upstream riparian country, sharing 110 rivers and lakes with 18 downstream countries. Consequently, China's management of transboundary water resources must consider both environmental and geopolitical risks.The major threats to and conflicts over international rivers in China revolve around biotic homogenisation due to the installation of transport links, water allocation, water pollution, alteration of natural flow patterns and disruption of fisheries due to the installation of hydropower dams, and droughts and floods exacerbated by climate change. Because these problems have an international component, they fall under China's Peaceful Rise strategy, mandating that transboundary conflicts be resolved amicably as part of the overarching goal of increasing regional economic growth with as little conflict as possible.Science-backed policy is more likely to result in long term, mutually agreeable solutions; the results of applied ecological research have already resulted in a number of mitigation measures, including setting operational thresholds to reduce the downstream impact of dams, designating protected areas along key river stretches where dams cannot be installed (one dam in a critical location has been cancelled), and the installation of terrestrial protected-area networks.Synthesis and applications. Applied ecology will continue to play an important role in the diagnosis and resolution of environmental threats to China's transboundary waters. More importantly, applied ecology can inform the development of a transboundary environmental compensation mechanism and regional consultative mechanisms that support informed, cooperative decision-making for China and its riparian neighbours.
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AbstractThis study analyze the potential factors influencing the growth of transport sector carbon dioxide (CO2) emissions in selected Asian countries during the 1980–2005 period by decomposing annual emissions growth into components representing changes in fuel mix, modal shift, per capita gross domestic product (GDP) and population, as well as changes in emission coefficients and transportation energy intensity. We find that changes in per capita GDP, population growth and transportation energy intensity are the main factors driving transport sector CO2 emission growth in the countries considered. While growth in per capita income and population are responsible for the increasing trend of transport sector CO2 emissions in China, India, Indonesia, Republic of Korea, Malaysia, Pakistan, Sri Lanka and Thailand; the decline of transportation energy intensity is driving CO2 emissions down in Mongolia. Per capita GDP, population and transportation energy intensity effects are all found responsible for transport sector CO2 emissions growth in Bangladesh, the Philippines and Vietnam. The study also reviews existing government policies to limit CO2 emissions growth, such as fiscal instruments, fuel economy standards and policies to encourage switching to less emission intensive fuels and transportation modes. {{custom_citation.content}}
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China has been the second CO2 emitter in the world, while the transportation sector accounts for a major share of CO2 emissions. Analysis of transportation sector CO2 emissions is help to decrease CO2 emissions. Thus the purpose of this paper is to investigate the potential factors influencing the change of transport sector CO2 emissions in China. First, the transport sector CO2 emissions over the period 1985-2009 is calculated based on the presented method. Then the presented LMDI (logarithmic mean Divisia index) method is used to find the nature of the factors those influence the changes in transport sector CO2 emissions. We find that: (1) Transport sector CO2 emissions has increased from 79.67 Mt in 1985 to 887.34 Mt in 2009, following an annual growth rate of 10.56%. Highways transport is the biggest CO2 emitter. (2) The per capita economic activity effect and transportation modal shifting effect are found to be primarily responsible for driving transport sector CO2 emissions growth over the study period. (3) The transportation intensity effect and transportation services share effect are found to be the main drivers of the reduction of CO2 emissions in China. However, the emission coefficient effect plays a very minor role over the study period. (C) 2011 Elsevier Ltd.
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图1 1999—2017年研究文献数量增长情况图2 发表文献总量前10名国家的历年增长情况图3 国家间的研究合作关系
表1 发表文献总数前10名的期刊图4 1999—2017年交通出行碳排放研究关键词分析表2 总被引用次数最多的前10位作者图5 最重要节点文献的引用关系网络图图6 不同尺度交通出行碳排放研究脉络/
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