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Shanghai M4D Report April08

Shanghai M4D Report April08

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Published by: Xiao Ling Fabienne Wu on May 07, 2011
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08/15/2011

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In 2006, Shanghai’s energy consumption per unit GDP dropped 3.71% over 2005, and the
energy consumption index of added value in the primary and secondary industries also
declined. However, the energy consumption per unit added value in the transport, storage and
post industries increased by 2.17% over 2005, directly leading to an increase in energy
consumption per unit value added in the tertiary industry in 2006.

In 2005, the proportion of energy end-use consumption in the transportation, storehouse and
post industries against total consumption in the city rose from 8% of 1996 to 18%, with the
actual consumption nearly quadrupling to 13.6 billion tons of standard coal.

0

10,000

20,000

30,000

40,000

50,000

60,000

70,000

80,000

90,000

1996

1997

1998

1999

2000

2001

2002

2003

2004

2005

energy consumption

(1 000 ton SCE)

0%

5%

10%

15%

20%

percentage

Total Consumption (1 000ton SCE)

Consumption of Transport, Warehousing, Post and Communications Sector(1 000ton SCE)

The transportaion, warehousing, post , communication sector pecentage of total consumption

Figure 8.4.4: End-use consumption of energy industry in main years

Source: Shanghai Statistical Year Book 2000-2006

After 2002, gasoline consumption in transport, logistics and post and telecommunication
industries witnessed robust growth to 631,500 tons in 2005, accounting for 25% of total
gasoline consumption.42

The transport sector’s diesel consumption in recent years fluctuated
and showed a downward trend, which occupied about 34% of the total consumption of diesel,
but went down to 29% in 2005.

Figure 8.4.5: Total gasoline consumption and gasoline consumption of transport,

warehousing, post and communications

Source: Shanghai Statistical Year Book 2000-2006

.00

500.00

1 000.00

1 500.00

2 000.00

2 500.00

3 000.00

1

2

3

4

5

gasoline consumption (1 000 ton)

0%

5%

10%

15%

20%

25%

30%

percentage

Total Gasoline Consumption (1 000 ton)
Gasoline Consumption of Transport, Warehousing, Post and Communications(1 000 ton)
transport,warehousing,post,communications secions consumption percentage of the total comsumption

2000

2001

2003

2004

2005

Mobility for Development -Shanghai Case Study

106

Relative studies show that from the sixth (1980-1985) to the ninth (1996-2000) Five-year Plans,
the main driving force of transport energy consumption growth was from increased transport
demand.43

Figures 8.4.6 and 8.4.7 show that since 1990s, the fuel consumption rate from the railway
remained unchanged, while that of automobiles took on an aggregate ascending tendency.
With rapid growth of road transport, this tendency will certainly input a negative effect on
realizing energy saving targets.

0

0.5

1

1.5

2

2.5

3

1998

1999

2000

2002

2003

2004

year

Figure 8.5.9 Consumption of diesel

of Railway Transportation

(kg/1 000tons·km)

Figure 8.4.6: Fuel consumption of diesel engine of railway transport (kg/1,000 tons-km)

Source: Shanghai Statistical Year Book 2000-2004

0.0

20.0

40.0

60.0

80.0

100.0

2000

2001

2002

2003

2004

2005

year

Fuel Consumption of Highway

Transportaion

(liter/1000 tons·km )

Fuel Consumption of Gasline Trucks

Fuel Consumption of Diesel Trucks

Figure 8.4.7: Highway transport fuel consumption (liter/1,000 tons-km)

Source: Shanghai Statistical Yearbook on Industry, Energy and Transport 2000-2005

Mobility for Development -Shanghai Case Study

107

0

10

20

30

40

50

Consumption of diesel
truck in highway
Transportation

Consumption of diesel
engine in Railway
Transportation

Diesel Consumption (liter/1 000tons km)

Figure 8.4.8: Railway and highway transport diesel consumption, 2004

(liter/1,000tons-km)

Source: Shanghai Statistical Yearbook on Industry, Energy and Transport 2005

The comparison of diesel consumption rate between railways and trucks in 2002- 2004 (Figure
8.4.8), indicates that railway transport had a much lower energy consumption than road
transport. At the same time, the gap between the two proves that changes in the transport
mode will greatly influence transport energy consumption. However a truck can provide
door-to-door service, while a train cannot. But if there is a shift to more long distance freight by
train, the overall situation will become more energy efficient.

In the near future, the rapid growth in transport demand is expected to continue. Therefore,
adjusting the mode of transport to lower rate of energy consumption and promoting renewable
alternative energy will become the main ways to reduce GHG emissions.

In Shanghai, public transport is playing an important role, which is quite favorable for energy
savings. In addition the city needs to further enhance the rail and water transport and to
expand their transport capacity. The city also needs to further promote environmental
protection and energy saving standards in vehicles, and to actively promote the development
and use of alternative energy sources.

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