246
S. Kosai and E. Yamasue
Fig. 16.1 Transport energy
intensity
16.3 Results and Discussion
16.3.1 Transport Energy Intensity
Each stage of energy utilization is computed and summed to present lifecycle transport energy efficiency for each of transportation means, shown in Fig. 16.1. The transport energy intensity decreases in the order of automobile, bus, electric train, bicycle
and walk. For the small scale of transportation means including bicycle and automobile energy consumption for material structures cannot be simply ignored. It is highly
expected that the next generation vehicles such as electric vehicle and fuel cell vehicle
require more energy for material structure due to the utilization of precious raw materials (Kosai et al. 2018). Meanwhile, material structure hardly affects the transport
energy intensty for the large scale of transportation means including bus and electric
train. The significant difference of transport energy intensity at the operational phase
between bus and electric train is not observed.
16.3.2 Spatial Transport Energy Intensity
The relationship between spatial transport energy intensity and population is
assessed. Each of 44 cities is plotted on the STEI versus population graph. The
result is given in Fig. 16.2. To generalize, the cities of a lower STEI are also those
with greater population. Higher population areas have developed the sophisticated
transport system on a basis of service-intensive city planning (JOURNEYS 2011),
where the public transport is fully appointed and a slight movement allows people to
reach the destination. That is why walk, bicycle and public transport cover the great
share of modal split in those cities and the more efficient transport energy utilization
system can be achieved.
This study assesses 44 cites in Japan which are developed with the similar cultural
background, prescriptive social norm and concept cultivated under the identical spirit
of nation. Besides that, the assessed cities cover the whole Japan from the northern
S. Kosai and E. Yamasue
Fig. 16.1 Transport energy
intensity
16.3 Results and Discussion
16.3.1 Transport Energy Intensity
Each stage of energy utilization is computed and summed to present lifecycle transport energy efficiency for each of transportation means, shown in Fig. 16.1. The transport energy intensity decreases in the order of automobile, bus, electric train, bicycle
and walk. For the small scale of transportation means including bicycle and automobile energy consumption for material structures cannot be simply ignored. It is highly
expected that the next generation vehicles such as electric vehicle and fuel cell vehicle
require more energy for material structure due to the utilization of precious raw materials (Kosai et al. 2018). Meanwhile, material structure hardly affects the transport
energy intensty for the large scale of transportation means including bus and electric
train. The significant difference of transport energy intensity at the operational phase
between bus and electric train is not observed.
16.3.2 Spatial Transport Energy Intensity
The relationship between spatial transport energy intensity and population is
assessed. Each of 44 cities is plotted on the STEI versus population graph. The
result is given in Fig. 16.2. To generalize, the cities of a lower STEI are also those
with greater population. Higher population areas have developed the sophisticated
transport system on a basis of service-intensive city planning (JOURNEYS 2011),
where the public transport is fully appointed and a slight movement allows people to
reach the destination. That is why walk, bicycle and public transport cover the great
share of modal split in those cities and the more efficient transport energy utilization
system can be achieved.
This study assesses 44 cites in Japan which are developed with the similar cultural
background, prescriptive social norm and concept cultivated under the identical spirit
of nation. Besides that, the assessed cities cover the whole Japan from the northern