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This is a preliminary study on the modal split of reducing environmental contaminants to a minimum. In this paper, we focus on NO_x as a typical air pollutant and make clear the structure of energy flow with regard to freight transport using input‐output analysis. Then we present a mathematical model for the optimal modal split considering the input‐output structure of energy flow. The goal of this model is to minimize NO_x which is emitted in the processes of freight transport, energy transport and energy production subject to maintaining the status quo of freight volume transported in Japan. This model is applied to the actual freight transport problem in Japan and the validity of this model is evaluated. As the result of that, we could suggest a policy of the modal shift, which can reduce the volume of NO_x emissions in the transportation sector by approximately 30 per cent compared to the current circumstances in Japan.

The purpose of this paper is to address the difficulty of implementing the European Union renewable energy policy in the transport sector. The authors describe a case study illustrating the capacity of the three Baltic States to meet the binding target of 10 per cent renewable energy in the transport sector by 2020.

An excel-based mathematical model is developed and applied to evaluate the effect of a selected set of measures according to the sustainable transportation concept.

The findings demonstrate that the projected renewable energy targets in the transport sector of the Baltic States cannot be achieved without unwavering political commitment towards the promotion of alternative fuel vehicles. Increasing the share of mandatory biofuel blends has a major effect, however, it is not enough to meet the 10 per cent goal. Other measures such as lower transport demand and mode shift are included but do not offer significant benefits under a realistic scenario.

The findings are expected to serve as a basis to conduct further studies into sustainable transport development in the Baltic region. Moreover, policy makers may find these results useful in formulating a national position.

The methodology and the findings reported in this study could be also used for analysing renewable transport policies in other European countries.

The purpose of this study is to dissect the transport infrastructure performance, public spending in transport infrastructure development and the manufacturing sector in determining the transport sector energy consumption.

An analysis of transport energy consumption with the transport infrastructure performance, public spending in transport infrastructure and manufacturing sector output in India using annual data for the period 1987–2019. The study used the autoregressive distributed lag (ARDL) bounds test approach along with FMOLS, DOLS and canonical cointegration regression (CCR) methods.

The results of the ARDL bounds test provide evidence for the long- and short-run relationships among study variables. It evidenced that transport infrastructure performance reduces transport energy consumption by using FMOLS, DOLS and CCR methods. Furthermore, the inference of the positive impact of value added in the manufacturing sector on transport energy consumption validates the higher energy demand of the manufacturing sector from a mobility perspective.

The estimated finding of this study is expected to be contributing to policy-making discussions on transport infrastructure and manufacturing sector development in an emerging economy like India with insights on energy consumption.

To the best of the authors’ knowledge, this is the first study that integrates the impact of manufacturing sector output on transport sector energy consumption along with transport infrastructure performance and public investment in the transport infrastructure.

Energy is a driving force of economic development in the modern world, while as a commodity group it holds the greatest share of the world seaborne trade. Oil, natural gas and coal are the three most important sources of energy for the European Union which, as a bloc, represents 17% of the total energy consumption. The aim of the present paper is to explore the economics and trade issues of these three major energy commodities and investigate the role of the maritime transport in the energy trade within the context of the EU-25. A number of factors are considered in order to discuss contemporary opportunities and challenges that arise in this context for the shipping business. The examination reveals the critical dependence of EU-25 energy supply on seaborne trade and the considerable reliance of the maritime transport on such commodities for the generation of shipping business within the realms of the EU-25. Among the parameters regarded as conducive to the demand of shipping services in the context of the EU energy trade are the energy demand factor, the import dependency factor, the cost effective production element, and seaborne trade related parameters while consideration is also given to environmental issues.

The rail transport sector in China represents one of the largest consumers of energy today, and the primary purpose of this paper is to examine the causes of changes in energy consumption of Chinese national rail transport (ECCNRT).

For this study, reasonable indicators as factors that affected conversion volume (CV) and unit energy consumption (UEC) based on statistical data from 1990 to 2010 were selected. CV and UEC models were established by regression analysis and tested using real data of 2011-2014. The CV model indicates it has an exponential relationship with GDP. Besides, there is a quantitative relationship between UEC and the quantity of locomotives. The ECCNRT calculation model was proposed and ECCNRT model data were compared with the real data. Impacts of different factors on ECCNRT were analyzed with economic principles.

The analysis conducted shows that the calculation model can reflect variation of ECCNRT precisely, and ECCNRT has a quantitative relation with GDP and quantities of locomotives. GDP accounts for changes of ECCNRT 20.02 per cent, while those for quantity of diesel locomotives and electric locomotives are 26.87 and 53.11 per cent, respectively. The number of electric locomotives is the main factor that influences variation of ECCNRT.

Through regression analysis, this study discovered the inner quantitative relationship between the conversion volume (important index of Chinese national rail transport production) and GDP. In addition, this study establishes the ECCNRT model according to the Chinese national rail transport data, which can be used to calculate the amount of ECCNRT and conduct quantitative analysis for different impacts of various factors on ECCNRT’s changes.

A transport model has been developed which is reasonably accurate, and has proven quite efficient for the two‐dimensional numerical simulation of submicron‐scale Si and GaAs devices. In this model an approximate form of the energy‐transport equation is developed; this equation is easily included in otherwise‐conventional device simulation codes, which then require only slightly more solution time than standard models using field‐dependent transport coefficients. Calculations for 0.25 micron gate length Si and GaAs MESFET's show that velocity overshoot effects can be very important, particularly in the latter material; predicted saturation currents in the GaAs devices are almost three times larger than those that would have been predicted using conventional transport models. The model described, and its application in simulation programs, should find use in the design of submicron‐scale devices to properly take advantage of overshoot phenomena.

Technological development from horse-drawn carriages to the new Airbus A380 has led to a remarkable increase in both the capacity and speed of tourist travel. This development has an endogenous systemic cause and will continue to increase carbon dioxide emissions/energy consumption if left unchecked. Another stream of technological research and development aims at reducing pollution and will reduce emissions per passenger-kilometer, but suffers from several rebound effects. The final impact on energy consumption depends on the strength of the positive and negative feedback in the technology system of tourism transport. However, as the core tourism industry including tour operators, travel agencies, and, accommodation has a strong link with air transport, it is unlikely that technological development without strong social and political control will result in delivering the emission reductions required for avoiding dangerous climate change.

Burden transport is a ubiquitous primate behavior. Modern humans, however, take this primate tendency and extend it to a behavioral repertoire that influences many of our daily activities and almost certainly helped shape our physical and behavioral form. I examine the transportation of food in the context of central place foraging, from the perspective of maximizing energy acquisition. A detailed model of the energetic cost of burden transport is presented and its sensitivity to the variables of body mass, burden mass, terrain, incline and velocity discussed.

It is a well-known fact that global warming is the extraordinary threat facing the world. The main reasons of these are human activities. Human beings have been contributing to the global warming in different ways for many years. Right material and product selection are some of the most important factors in the process of eliminating the negative effects of constructions on the natural environment and users. The life cycle of building materials involves the processes in which the products are extracted from the source. These processes are the stages of production, transportation, construction, use, demolition and destruction. Making wrong decisions in the selection and use of building materials may cause negative effects in the environment. The major purpose of this study is to to examine the embodied energy of of the traditional and comtemporary building materials according to the characteristics of the local climate. It will answer the question of; “What the embodied energy of a house was in the past and now” in Northern Cyprus. It will help to find out building materials with low embodied energy. There is no published database prepared for or in Northern Cyprus. In order to measure and evaluate the embodied energy of buildings and construction products in the world, there are no integrated systems in the Northern Cyprus at this point, while different countries have unique systems depending on the environmental, economic and social conditions of those countries. Measuring and controlling the environmental performance of environmental development is essential for the sustainable development of the Northern Cyprus.

By using the The Inventory of Carbon & Energy (ICE) program the embodied carbon statuses, embodied energy and transport energy and manufacture energy were discussed for each building material. As a result of this research it was found that locally produced or locally existing materials do not always give the best result in terms of embodied energy all the time. The energy consumption of building materials used in buildings and their associated carbon emissions will assist in the selection of environmentally friendly materials.