Carsharing’s life-cycle impacts on energy use and greenhouse gas emissions |
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Institution: | 1. University of Virginia, Thornton Hall D203, 351 McCormick Rd, Box 400742, Charlottesville, VA 22904-4742, United States;2. E.P. Schoch Professor of Engineering, Department of Civil, Architectural and Environmental Engineering, The University of Texas at Austin, United States;1. Centre for Transport Studies, Department of Civil and Environmental Engineering, Imperial College London, Exhibition Road, London SW7 2AZ, UK;2. École Supérieure d’Aménagement du Territoire et de Développement Régional, and Centre de Recherche en Aménagement et Développement, Université Laval, Quebec City G1V 0E6, Canada;1. KCW Strategy and Management Consultancy for Public Services, Steindamm 94, 20099 Hamburg, Germany;2. University of Applied Science Dortmund, Department of Applied Social Sciences, Emil-Figge-Str. 44, 44227 Dortmund, Germany;3. RUPPRECHT CONSULT—Forschung & Beratung GmbH, Clever Str. 13-15, 50668 Köln (Cologne), Germany;4. Technical University of Denmark, Department of Transport, 2800 Kgs Lyngby, Denmark |
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Abstract: | This paper examines the life-cycle inventory impacts on energy use and greenhouse gas (GHG) emissions as a result of candidate travelers adopting carsharing in US settings. Here, households residing in relatively dense urban neighborhoods with good access to transit and traveling relatively few miles in private vehicles (roughly 10% of the U.S. population) are considered candidates for carsharing. This analysis recognizes cradle-to-grave impacts of carsharing on vehicle ownership levels, travel distances, fleet fuel economy (partly due to faster turnover), parking demand (and associated infrastructure), and alternative modes. Results suggest that current carsharing members reduce their average individual transportation energy use and GHG emissions by approximately 51% upon joining a carsharing organization. Collectively, these individual-level effects translate to roughly 5% savings in all household transport-related energy use and GHG emissions in the U.S. These energy and emissions savings can be primarily attributed to mode shifts and avoided travel, followed by savings in parking infrastructure demands and fuel consumption. When indirect rebound effects are accounted for (assuming travel-cost savings is then spent on other goods and services), net savings are expected to be 3% across all U.S. households. |
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Keywords: | Carsharing Life-cycle analysis Greenhouse gas emissions Energy |
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