scholarly journals Passenger Transport Energy Use in Ten Swedish Cities: Understanding the Differences through a Comparative Review

Energies ◽  
2020 ◽  
Vol 13 (14) ◽  
pp. 3719
Author(s):  
Jeffrey R. Kenworthy
Keyword(s):  
Energy Conservation ◽  
Public Transport ◽  
Energy Use ◽  
Transport Infrastructure ◽  
Transport Sector ◽  
Passenger Transport ◽  
Car Use ◽  
Private And Public ◽  
Per Capita ◽  
Transport Energy Use

Energy conservation in the passenger transport sector of cities is an important policy matter. There is a long history of transport energy conservation, dating back to the first global oil crisis in 1973–1974, the importance and significance of which is explained briefly in this paper. Detailed empirical data on private and public passenger transport energy use are provided for Sweden’s ten largest cities in 2015 (Stockholm, Göteborg, Malmö, Linköping, Helsingborg, Uppsala, Jönköping, Örebro, Västerås and Umeå), as well as Freiburg im Breisgau, Germany, which is a benchmark small city, well-known globally for its sustainability credentials, including mobility. These data on per capita energy use in private and public transport, as well as consumption rates per vehicle kilometer and passenger kilometer for every mode in each Swedish city and Freiburg, are compared with each other and with comprehensive earlier data on a large sample of US, Australian, Canadian, European and Asian cities. Swedish cities are found to have similar levels of per capita car use and energy use in private transport as those found in other European cities, but in the context of significantly lower densities. Possible reasons for the observed Swedish patterns are explored through detailed data on their land use, public and private transport infrastructure, and service and mobility characteristics. Relative to their comparatively low densities, Swedish cities are found to have healthy levels of public transport provision, relatively good public transport usage and very healthy levels of walking and cycling, all of which help to contribute to their moderate car use and energy use.

scholarly journals Exploring the Energy Saving Potential in Private, Public and Non-Motorized Transport for Ten Swedish Cities

2022 ◽  
Vol 14 (2) ◽  
pp. 954
Author(s):  
Jeffrey R. Kenworthy ◽  
Helena Svensson
Keyword(s):  
Public Transport ◽  
Energy Use ◽  
Energy Savings ◽  
Middle Eastern ◽  
Urban Transport ◽  
Policy Implications ◽  
Transport Systems ◽  
Passenger Transport ◽  
Case Scenario ◽  
Transport Energy Use

Transport energy conservation research in urban transport systems dates back principally to the Organization of the Petroleum Exporting Countries’ (OPEC) “Arab Oil Embargo” (1973–1974) and the Iranian revolution (1979), when global oil supplies became threatened and costs rose steeply. Two subsequent Gulf Wars (1991 and 2003) highlighted the dangerous geo-political dimensions of Middle-Eastern oil. In latter times, the urgency to reduce global CO2 output to avoid catastrophic climate change has achieved great prominence. How to reduce passenger transport energy use therefore remains an important goal, which this paper pursues in ten Swedish cities, based on five scenarios: (1) increasing the relatively low public transport (PT) seat occupancy in each Swedish city to average European levels (buses 35%, light rail 48%, metro 60% and suburban rail 35%); (2) doubling existing PT seat occupancy in each Swedish city; (3) increasing existing car occupancy in each Swedish city by 10%; (4) decreasing existing energy use per car vehicle kilometer by 15%; (5) increasing existing modal split for daily trips by non-motorized modes to 50% in each city. A sixth “best-case scenario” is also explored by simultaneously combining scenarios 2 to 5. The data used in the paper come from systematic empirical research on each of the ten Swedish cities. When applied individually, scenario 2 is the most successful for reducing passenger transport energy use, scenarios 1 and 4 are next in magnitude and produce approximately equal energy savings, followed by scenario 5, with scenario 3 being the least successful. The best-case, combined scenario could save 1183 million liters of gasoline equivalent in the ten cities, representing almost a 60% saving over their existing 2015 total private passenger transport energy use and equivalent to the combined 2015 total annual private transport energy use of Stockholm, Malmö and Jönköping. Such findings also have important positive implications for the de-carbonization of cities. The policy implications of these findings and the strategies for increasing public transport, walking and cycling, boosting car occupancy and decreasing vehicular fuel consumption in Swedish cities are discussed.

scholarly journals TRANSIÇÕES INSTITUCIONAIS NOS TRANSPORTES PÚBLICOS: A EXPERIÊNCIA BRITÂNICA DE DESREGULAMENTAÇÃO

TRANSPORTES ◽  
1995 ◽  
Vol 3 (2) ◽  
Author(s):  
Joaquim Jose Guilherme de Aragão
Keyword(s):  
Market Orientation ◽  
Public Transport ◽  
Transport Sector ◽  
British Government ◽  
Passenger Transport ◽  
Present Contribution ◽  
The Public ◽  
Direct Operation ◽  
The Common

<p>Na presente contribuição, analisa-se a experiência britânica de desregulamentação do transporte publico de passageiro. Inicialmente, retomam-se as discussões que colocaram em questão o padrão comum de envolvimento do Estado nesses serviços, que é de regulamentá-lo fortemente, subsidiá-lo e até de operá-lo. Descrevem-se as medidas colocadas em prática pelo governo britânico para reintroduzir a pura lógica de mercado no setor, assim como as justificativas por ele declaradas. Em seguida, são resumidas as avaliações por parte de diversas fontes, da dita experiência, sendo esse resumo sistematizado nos submodos transporte urbano, transporte rodoviário interurbano e transporte rural. Após esse relato, retoma-se o confronto de discussões, desta vez das realizadas depois da implantação do processo. Por fim, a luz dessas análises e a título de conclusão, algumas indagações sobre a estrutura econômica e institucional do setor de transporte publico são colocadas pelo autor.</p><p><strong>Abstract:</strong></p><p>In the present contribution, the British public passenger transport deregulation experience is analyzed. Initially, the discussions which put into question the common role of State with respect to these services (strong regulation, subsidies and even direct operation by government) are resumed. The measures taken by the British Government in order to reintroduce market orientation into the sector and also their justifications are then described. In a further section, the evaluations made by several studies on deregulation experience are systemized with respect to urban, intercity rural transport. After this description, the opinions and positions put after the ion of the deregulation experiation are resumed. Finally and conclusively, the author puts some questions on the economic and institutional structure of the public transport sector.</p>

Energy and Transport: Strategies for Energy Conservation in Urban Passenger Transport

1979 ◽  
Vol 11 (7) ◽  
pp. 767-780 ◽  
Author(s):  
Kirsten Schou
Keyword(s):  
Energy Conservation ◽  
Public Transport ◽  
Alternative Fuels ◽  
Travel Demand ◽  
Fuel Efficiency ◽  
Travel Behaviour ◽  
Passenger Transport ◽  
Fuel Savings ◽  
Energy Constraints ◽  
Transport Modes

Before proceeding to explore potential strategies for energy conservation in urban passenger transport, this paper presents some evidence on energy efficiencies of various transport modes and on travel behaviour under energy constraints. Knowledge of the relative energy efficiencies of different modes of transport is evidently necessary for analysing and developing policies for fuel conservation. Although the automobile does appear to be significantly more energy-intensive than public transport modes, this does not automatically indicate that a policy to attract people to public transport would lead to the maximum possible fuel savings. Available evidence on travel behaviour under energy constraints indicates that the elasticity of travel demand is very small. Increasing prices, within the range expected, are not likely to result in satisfactory fuel savings, and it is therefore necessary to consider alternative strategies. The strategies to be considered here may be outlined as follows: (1) improving fuel efficiency of automobiles by modifying driving habits, reducing speeds, improving traffic flows, and keeping vehicles properly maintained; (2) increasing efficiency of automobile travel by promoting higher occupancies; (3) attracting car travellers to public transport; (4) shifting to smaller, more fuel-efficient vehicles, changing vehicle and engine designs such as to improve the inherent fuel efficiency of the automobile; (5) technological change: new propulsion systems, alternative fuels, and rapid personal transport; (6) reducing travel needs by changing land-use patterns and improving communications. These strategies are discussed in turn and, given the available information about travel patterns and behaviour, an attempt is made to assess their likely impact. Clearly those strategies should be selected which offer the maximum potential fuel savings and which can be introduced with minimum sacrifice.

scholarly journals Does Haze Drive Pro-Environmental and Energy Conservation Behaviors? Evidence from the Beijing-Tianjin-Hebei Area in China

2020 ◽  
Vol 12 (23) ◽  
pp. 9972
Author(s):  
Lingling Wang ◽  
Tsunemi Watanabe
Keyword(s):  
Risk Perception ◽  
Energy Conservation ◽  
Energy Saving ◽  
Energy Use ◽  
Demographic Characteristics ◽  
Actual Behavior ◽  
Face To Face ◽  
Related Data ◽  
The Social ◽  
Private And Public

Humans conduct themselves in relation to energy use; energy use has degraded air quality, as reflected by haze occurrence in countries such as China. Improving the population’s involvement in environmental and energy conservation necessitates understanding their motivation to behave under haze. Considering the social problems caused by haze conditions in China, this study used people’s risk perception as a basis to determine their motivations to perform pro-environmental and energy-saving behaviors. We analyzed motivation from privately and publicly oriented perspectives as well as adaptive and mitigative behavioral viewpoints. Motivation-related data were collected through face-to-face discussion and a survey of 506 respondents in the Beijing-Tianjin-Hebei area, which is one of the most heavily polluted regions in China. We conducted multiple regression analysis to determine the extent to which socio-demographic characteristics and risk perception concerning haze predict motivation and actual behavior. Results showed that these factors explain 36.8% and 30.5% of privately and publicly oriented motivations, respectively, but more strongly explain more adaptive (i.e., privately oriented; 55.0%) than mitigating (i.e., publicly oriented; 8.8%) behaviors. Although the residents are motivated to behave equally for private and public purposes in initial conservation efforts, they tend to exhibit adaptive behavior more frequently than mitigating behaviors. These results serve as a reference in encouraging China’s residents to act pro-environmentally and use energy conservatively, thereby contributing to environmental and energy saving education for the society.

scholarly journals Influence of the Parameters of the Bus Lane and the Bus Stop on the Delays of Private and Public Transport

2020 ◽  
Vol 12 (22) ◽  
pp. 9593
Author(s):  
Fadyushin Alexey ◽  
Zakharov Dmitrii
Keyword(s):  
Public Transport ◽  
Delay Time ◽  
Field Research ◽  
Transport Infrastructure ◽  
Total Delay ◽  
Public And Private ◽  
Bus Stop ◽  
Private And Public ◽  
Bus Lane ◽  
Microscopic Modeling

The article deals with the influence of the infrastructure for public transport on the delay time of private and public transport in the city. The study employed the methods of simulation, mathematical modeling and field research. Imitation microscopic modeling determined the parameters of mathematical models of the delay time of private and public transport for various parameters of the bus lane, the length of the bus stop loading area, and its distance from the signalized intersection. Calculations determined the total delay time, taking into account the number of passengers in public and private transport on the section of the main street of regulated traffic. Determining the optimum parameters of the public transport infrastructure requires considering not only public transport passengers, but also drivers and passengers of private vehicles. Over-improving parameters of the bus lane has no effect on public transport, but traffic parameters for all other road users degrade. At high traffic intensity, the dependences of the total delay time on the length of the marking lines 1.11 and 1.5 are described by the parabola equation. The values for a road with three lanes have been determined, marking lines 1.11 and 1.5 at which the total delay time is minimal. For a highway with a high intensity, minimum bus stop parameters lead to significant increases in delay time.

Trends in passenger transport energy use in South Korea

Energy Policy ◽  
2010 ◽  
Vol 38 (7) ◽  
pp. 3598-3607 ◽  
Author(s):  
Jiyong Eom ◽  
Lee Schipper
Keyword(s):  
South Korea ◽  
Energy Use ◽  
Passenger Transport ◽  
Transport Energy Use

scholarly journals Impact of route vehicles` lane parameters on the delay time of individual and public transport

2021 ◽  
Vol 18 (1) ◽  
pp. 169-177
Author(s):  
A. A Fadyushin ◽  
◽  
D. A. Zakharov ◽  
Keyword(s):  
Public Transport ◽  
Delay Time ◽  
Transport Infrastructure ◽  
Total Delay ◽  
Public And Private ◽  
The Public ◽  
Optimum Parameters ◽  
Private And Public ◽  
Microscopic Modeling ◽  
The City

The article deals with the influence of the public transport infrastructure during the delay periods of private and public transport in the city conditions. The following methods were used in the study: simulation, mathematical modeling, on-site research. As a result of imitation microscopic modeling, there have been determined the parameters of mathematical models of the delay time of private and public transport for various parameters of the route vehicles` lane. Calculations determined the total delay time, taking into account the number of passengers in public and private transport on the section of the main street with regulated traffic. In determining the optimum parameters of the public transport infrastructure, it is necessary to take into account not only public transport passengers, but also drivers and passengers of private vehicles.

ACTUAL PROBLEMS OF PUBLIC TRANSPORT SECTOR DEVELOPMENT POLICY IN KAZAKHSTAN

2020 ◽  
Vol 73 (1) ◽  
pp. 74-82
Author(s):  
G.Zh. Kurbanbayeva ◽  
Keyword(s):  
Decision Making ◽  
Public Transport ◽  
Development Policy ◽  
Urban Transport ◽  
Transport Infrastructure ◽  
Transport Sector ◽  
Security Measures ◽  
The Public ◽  
Funding Opportunities

The public transport sector in Kazakhstan is the most important industry that requires monitoring, analysis and recommendations from specialists and society, since transport activities require special security measures, as they are accompanied by the threat of various emergencies. At the same time, the analysis of the article in the cities of Kazakhstan is based on previous work on the strategy for the development of sustainable urban transport, as well as proposals for amendments to legislation that facilitate decision-making and improve funding opportunities for improving urban transport infrastructure.

The Use of Public Transport in Coastal Australia: Modes of Travel to Work and Greenhouse Emissions

2011 ◽  
Vol 347-353 ◽  
pp. 4034-4044
Author(s):  
Simone Leao ◽  
Hisham Elkadi
Keyword(s):  
Urban Growth ◽  
Public Transport ◽  
Public Transportation ◽  
Urban Form ◽  
Transportation System ◽  
Transport Infrastructure ◽  
Transport Sector ◽  
Policy Action ◽  
Greenhouse Emissions ◽  
Public Transportation System

Commuting to work is one of the most important and regular routines of transportation in towns and cities. From a geographic perspective, the length of people’s commute is influenced, to some degree, by the spatial separation of their home and workplace and the transport infrastructure. The rise of car ownership in Australia from the 1950s to the present was accompanied by a considerable decrease of public transport use. Currently there is an average of 1.4 persons per car in Australia, and private cars are involved in approximately 90% of the trips, and public transportation in only 10%. Increased personal mobility has fuelled the trend of decentralised housing development, mostly without a clear planning for local employment, or alternative means of transportation. Transport sector accounts for 14% of Australia’s net greenhouse gas emissions. Without further policy action, Australia’s emissions are projected to continue to increase. The Australian Federal Government and the new Department of Climate Change have recently published a set of maps showing that rising seas would submerge large parts of Victoria coastal region. Such event would lead to major disruption in planned urban growth areas in the next 50 years with broad scale inundation of dwellings, facilities and road networks. The Greater Geelong Region has well established infrastructure as a major urban centre and tourist destination and hence attracted the attention of federal and state governments in their quest for further development and population growth. As a result of its natural beauty and ecological sensitivity, scenarios for growth in the region are currently under scrutiny from local government as well as development agencies, scientists, and planners. This paper is part of a broad research in the relationship between transportation system, urban form, trip demand, and emissions, as a paramount in addressing the challenges presented by urban growth. Progressing from previous work focused on private cars, this present paper investigates the use of public transport as a mode for commuting in the Greater Geelong Region. Using a GIS based interaction model, it characterises the current use of the existing public transportation system, and also builds a scenario of increased use of the existing public transportation system, estimating potencial reductions in CO2 emissions. This study provides an improved understanding of the extent to which choices of transport mode and travel activity patterns, affect emissions in the context of regional networks. The results indicate that emissions from commuting by public transportation are significantly lower than those from commuting by private car, and emphasise that there are opportunities for large abatment in the greenhouse emissions from the transportation sector related to efforts in increasing the use of existing public transportation system.

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