Energy consumption and GHG emissions from China's freight transport sector: Scenarios through 2050

Hao, Han; Geng, Yong; Li, Weiqi; Guo, Bin

doi:10.1016/j.enpol.2015.05.016

Cited by 153 publications

(43 citation statements)

References 14 publications

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“…Differences between life-cycle energy use and GHG emissions results among studies of NGVs in China and other countries are largely due to (1) the difference in the adopted fuel consumption rate, including the impact of different application types and tonnage types. For example, a study by Tu et al (2013b) evaluated the life-cycle emissions of GHGs and other pollutants from NG-powered concrete-mixer trucks, a typical type of truck (Cai et al 2017;Hao et al 2015;Song et al 2017;Tu et al 2013b); (2) differences in the energy consumption and GHG emissions produced in the process of fuel acquisition, particularly for widely used industry boilers largely fuelled by coal, which have an low efficiency compared with the global level (Cai et al 2017;Ou et al 2010;Wang 2015); and (3) different operating environments (Ercan and Tatari 2015;Lajunen and Lipman 2016;Lin et al 2015). …”

Section: Comparison Of the Results With Those Of Other Studiesmentioning

confidence: 99%

Petroleum substitution, greenhouse gas emissions reduction and environmental benefits from the development of natural gas vehicles in China

et al. 2018

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This study develops a bottom-up model to quantitatively assess the comprehensive effects of replacing traditional petroleum-powered vehicles with natural gas vehicles (NGVs) in China based on an investigation of the direct energy consumption and critical air pollutant (CAP) emission intensity, life-cycle energy use and greenhouse gas (GHG) emission intensity of NGV fleets. The results indicate that, on average, there are no net energy savings from replacing a traditional fuel vehicle with an NGV. Interestingly, an NGV results in significant reductions in direct CAP and life-cycle GHG emissions compared to those of a traditional fuel vehicle, ranging from 61% to 76% and 12% to 29%, respectively. Due to the increasing use of natural gas as a vehicle fuel in China (i.e. approximately 28.2 billion cubic metres of natural gas in 2015), the total petroleum substituted with natural gas was approximately 23.8 million tonnes (Mt), which generated a GHG emission reduction of 16.9 Mt of CO 2 equivalent and a CAP emission reduction of 1.8 Mt in 2015. Given the significant contribution of NGVs, growing the NGV population in 2020 will further increase the petroleum substitution benefits and CAP and GHG emission reduction benefits by approximately 42.5 Mt of petroleum-based fuel, 3.1 Mt of CAPs and 28.0 Mt of GHGs. By 2030, these benefits will reach 81.5 Mt of traditional petroleum fuel, 5.6 Mt of CAPs and 50.5 Mt of GHGs, respectively.

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Section: Comparison Of the Results With Those Of Other Studiesmentioning

confidence: 99%

Petroleum substitution, greenhouse gas emissions reduction and environmental benefits from the development of natural gas vehicles in China

et al. 2018

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“…Many previous studies concentrated on CO 2 emissions and the future growth of gases from general aspects of the transport sector: vehicles, railways, waterways, aviation [13][14][15][16][17]. In terms of research on specific modes of transport, the road and railway transport sectors have been more popular owing to their significant roles in daily life [18][19][20][21][22][23].…”

Section: Literature Reviewmentioning

confidence: 99%

“…The multiple regression model is an effective statistical technique used for exploring the relationship between a dependent variable and a series of independent variables, so that the response of one variable can be predicted from changes to the others [31]. Many studies have adopted regression models to make forecasts for transport demand and energy demands in the transportation sector, since it is considered to be an accurate approach used to identify the relationships between transport demand or fuel consumption and their relative inputs [17,32,33]. The Log-linear regression model generally describes the dependent and the independent variables in logarithm form.…”

Section: Marine Transport Turnovermentioning

confidence: 99%

“…According to the ship types and the CO 2 emissions factor given in IMO [17] and Lee et al [43], the classifications of five categories of vessels focused on ocean-going shipping are presented in Figure 1, which are considered as the baseline for the energy intensity in 2007. 10,980 5 of 17 studies all believe that the GDP of China will increase constantly, with the growth rate declining over time.…”

Section: Energy Intensitymentioning

confidence: 99%

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Trends in CO2 Emissions from China-Oriented International Marine Transportation Activities and Policy Implications

Yang

Xing

2017

Energies

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Abstract:The demand for marine transportation and its associated CO 2 emissions are growing rapidly as a result of increasing international trade and economic growth. An activity-based approach is developed for forecasting CO 2 emissions from the China-oriented international seaborne trade sector. To accurately estimate the aggregated emissions, CO 2 emissions are calculated individually for five categories of vessels: crude oil tanker, product tanker, chemical tanker, bulk carrier, and container. A business-as-usual (BAU) scenario was developed to describe the current situation without additional mitigation policies, whilst three alternative scenarios were developed to describe scenarios with various accelerated improvements of the key factors. The aggregated CO 2 emissions are predicted to reach 419.97 Mt under the BAU scenario, and 258.47 Mt under the optimal case, AD3. These predictions are 4.5 times and 2.8 times that of the aggregated emissions in 2007. Our analysis suggests that regulations for monitoring, reporting, and verifying the activities of vessels should be proposed, in order to quantify the CO 2 emissions of marine transportation activities in Chinese territorial waters. In the long-term future, mitigation policies should be employed to reduce CO 2 emissions from the marine trade sector and to address the climatic impact of shipping.

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“…To cope with these challenges, multiple measures have been taken [11,12], including transport demand management [13], energy efficiency improvement [14] and fuel carbon intensity reduction [15,16]. Among these measures, improvement of energy efficiency plays an essential role [17][18][19].…”

Section: Introductionmentioning

confidence: 99%

Measuring Energy Efficiency in China’s Transport Sector

Hao¹,

Liu²,

Liu³

et al. 2017

Energies

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Abstract:Energy efficiency is one of the key factors affecting energy consumption and greenhouse gas (GHG) emissions. By focusing on China's transport sector, this study comprehensively reviews and compares the energy efficiency performance of passenger vehicles, light-duty commercial vehicles, commercial road transport, commercial water transport, aviation transport and railway transport, and identifies the opportunities for further energy efficiency improvements. It is found that railway transport exhibited the greatest improvement in energy efficiency during the past decade, which was mainly driven by progress in its electrification. Passenger vehicles have also experienced considerable energy efficiency improvements, which can be mainly attributed to the establishment of mandatory fuel consumption standards. In contrast, commercial road transport has shown the least improvement, due to insufficient policy implementations. Based on the analysis, it is recommended that, as China's present policy framework to improve energy efficiency in the transport sector is generally effective, it should be consistently maintained and successively improved. Electrification represents a major opportunity for improvement of energy efficiency in the transport sector. Such potential should be fully tapped for all transport modes. Greater effort should be put into improving the energy efficiency of commercial road transport. The policy instruments utilized to improve the energy efficiency of heavy-duty vehicles should be as intensive and effective as the policy instruments for passenger vehicles.

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Energy consumption and GHG emissions from China's freight transport sector: Scenarios through 2050

Cited by 153 publications

References 14 publications

Petroleum substitution, greenhouse gas emissions reduction and environmental benefits from the development of natural gas vehicles in China

Petroleum substitution, greenhouse gas emissions reduction and environmental benefits from the development of natural gas vehicles in China

Trends in CO2 Emissions from China-Oriented International Marine Transportation Activities and Policy Implications

Measuring Energy Efficiency in China’s Transport Sector

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