Urban transport assessment of emissions and resource demand of climate protection scenarios
Urban transport assessment of emissions and resource demand of climate protection scenarios
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气候保护情景下的城市交通排放和资源需求评估
DOI：
10.1016/j.cesys.2021.100019
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发表时间：
2021
期刊：
影响因子：
--
通讯作者：
Matthias Finkbeiner
中科院分区：
文献类型：
--
作者：
Lukas Byrne;Vanessa Bach;Matthias Finkbeiner
根据德国气候行动计划，到2030年，作为运输部门的中期目标，温室气体排放量将减少40%-42%。此外，欧盟还要求在2030年之前将一氧化二氮和颗粒物等空气污染物的排放量减少高达65%。尽管存在不同的出行策略，但对于交通系统如何根据所使用的交通工具和出行行为来满足2030年的要求，仍然没有明确的解决方案。因此，本文的目的是推导出城市交通系统的出行情景，其中实现了德国联邦政府和欧盟设定的减少温室气体和污染物排放的目标。因此，以德国汉堡为例，收集了人口出行行为以及交通工具的排放和资源使用的数据。随后得出了2030年的三种情景。每一种情景都侧重于以下几个方面：扩大电动机动性、改善特定排放系数和机动性行为，特别是关于汽车、公共交通和自行车的使用。第一种情景表明，在不显著改变行为的情况下，可以根据目标减少与交通相关的排放，但可以通过将电动汽车和插电式混合动力汽车的份额分别提高到30%以上。同样，将46%的乘用车交通转向公共交通，并将自行车交通增加一倍，将确保在第三种情况下实现排放目标。第二种方案通过更温和地结合其他方案的边界条件来实现这一点。然而，与2019年相比，电动汽车中使用的钴、钕和镝等关键资源的需求增加了62-72倍。汽车交通转向公共交通和骑自行车，同时使用替代推进系统，将对关键资源的需求增长限制在20-23倍，同时利用减少污染物排放的潜力。
Under the German Climate Action Plan, greenhouse gas emissions are to be reduced by 40–42% until 2030 as a mid-term goal for the transport sector. Furthermore, the European Union has set requirements to reduce emissions of air pollutants like nitrous oxides and particulate matter by up to 65% until 2030. Even though there are different mobility strategies, there is no clear solution on how transport systems need to be adapted in terms of utilized means of transport and mobility behavior to meet the requirements set for 2030.Thus, the aim of this paper is to derive mobility scenarios for traffic systems in urban areas, in which the targets set by the German Federal Government and the European Union for the reduction of greenhouse gases and pollutant emissions are met.Therefore, data on the population's mobility behavior as well as emissions and resource use of the means of transport using the example of Hamburg, Germany are collected. Three scenarios are subsequently derived for the year 2030. Each scenario places a different emphasis on the following aspects: expansion of electric mobility, improvement of specific emission factors and mobility behavior, especially regarding the use of cars, public transport, and bicycles.The first scenario shows that it is possible to reduce traffic-related emissions according to the targets without significant behavioral changes, but by increasing the share of electric cars and plug-in hybrid vehicles to over 30% each. Similarly, a shift of 46% of passenger car traffic to public transport and doubling bicycle traffic will ensure that the emission targets are met in the third scenario. The second scenario achieves this with a more moderate combination of the other scenarios’ boundary conditions.However, such a strong expansion of electric mobility increases the demand for critical resources such as cobalt, neodymium and dysprosium used in electric vehicles by a factor of 62–72 compared to 2019. The shift of car traffic to public transport and cycling in conjunction with the use of alternative propulsion systems limits the increase in the demand for critical resources to a factor of 20–23 while at the same utilizing the potentials for reducing pollutant emissions.
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基础设施 (FE-Nr. 70.904/15)
DOI：
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发表时间：
2019
期刊：
影响因子：
--
作者：
C. Nobis;R. Follmer;T. Kuhnimhof;M. Bäumer
通讯作者：
M. Bäumer
荷兰电动自行车使用模式转变的影响：走向可持续发展？
DOI：
10.1016/j.trd.2019.102202
发表时间：
2020
期刊：
Transportation Research Part D: Transport and Environment
影响因子：
--
作者：
Qi Sun;T. Feng;A. Kemperman;A. Spahn
通讯作者：
A. Spahn
影响因子：
3.9
作者：
Xuan, Wen;Otsuki, Akira;Chagnes, Alexandre
通讯作者：
Chagnes, Alexandre
Elektromobilität im Personenwirtschaftsverkehr：Eine Potenzialanalysis
DOI：
--
发表时间：
2012
期刊：
影响因子：
--
作者：
Till Gnann;Patrick Plötz;Florian Zischler;M. Wietschel
通讯作者：
M. Wietschel
通过结合实验室测量和用户调查来估算挪威 PHEV 的实际排放量
影响因子：
2.3
作者：
Erik Figenbaum;Christian Weber
通讯作者：
Christian Weber