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gasoline vehicles in the city than that of the other freight vehicle types. 2.3
Since the population of light-duty diesel vehicles is the highest and
such freight vehicle type has a CO2 emission factor next only to heavy-
duty diesel vehicles, these freight vehicles contribute most of the CO2
emissions of the freight transport sub-sector. As a result, the numbers
of light-duty diesel vehicles should be reduced or the quality of fuel for
the light-duty diesel has to be improved.
3.10.3 Strategy Research on CO2 Emission Reduction
Four scenarios were formulated to forecast the CO2 emission from
freight vehicles in Guiyang in 2015. The results were as follows: in
the BAU scenario, the CO2 emission from freight vehicles in 2015 will
increase to 994,000 t/a; while under the ILC scenario, the CO2 emission
from freight vehicles in 2015 will remain the same as that in 2011,
showing that the reduction of the no-load ratio of freight vehicles can
effectively solve the problem of CO2 emission from freight vehicles.
Under the AER scenario, the CO2 emission from freight vehicles will
be less than that in 2011, at 694,400 t/a; while under the CER scenario,
the CO2 emission volume of freight vehicles will be further reduced
to 693,700 t/a. Though it is a minor reduction, the increase in the
quantity of HEVs will lead to more significant emission reduction
results. Consequently, reduction of the no-load ratio and improvement
of the fuel quality of vehicles would be preferable alternates for CO2
reduction from freight vehicles.
3.10.4 Economic Benefit Analysis of CO2 Emission
Reduction
The economic benefits of reducing CO2 emission from freight
vehicles in Guiyang in four different scenarios were analysed.
The results are as follows: in comparison with the BAU scenario, the
ILC scenario can save RMB 6,024 million in the CO2 treatment cost and
RMB 993.45 million in the depreciation cost of freight vehicles;
the AER scenario can save RMB 6,054 million in the CO2 treatment
cost and RMB 1,005.23 million in the depreciation cost of freight
vehicles; the CER scenario can save RMB 6,068 million in the CO2
treatment cost and RMB 1,018.88 million in the depreciation cost of
freight vehicles. Consequently, all of these three scenarios efficiently
save the depreciation cost of freight vehicles, other than the cost for
CO2 treatment.
Chapter 3 Informing Sub-national Actions 163
Since the population of light-duty diesel vehicles is the highest and
such freight vehicle type has a CO2 emission factor next only to heavy-
duty diesel vehicles, these freight vehicles contribute most of the CO2
emissions of the freight transport sub-sector. As a result, the numbers
of light-duty diesel vehicles should be reduced or the quality of fuel for
the light-duty diesel has to be improved.
3.10.3 Strategy Research on CO2 Emission Reduction
Four scenarios were formulated to forecast the CO2 emission from
freight vehicles in Guiyang in 2015. The results were as follows: in
the BAU scenario, the CO2 emission from freight vehicles in 2015 will
increase to 994,000 t/a; while under the ILC scenario, the CO2 emission
from freight vehicles in 2015 will remain the same as that in 2011,
showing that the reduction of the no-load ratio of freight vehicles can
effectively solve the problem of CO2 emission from freight vehicles.
Under the AER scenario, the CO2 emission from freight vehicles will
be less than that in 2011, at 694,400 t/a; while under the CER scenario,
the CO2 emission volume of freight vehicles will be further reduced
to 693,700 t/a. Though it is a minor reduction, the increase in the
quantity of HEVs will lead to more significant emission reduction
results. Consequently, reduction of the no-load ratio and improvement
of the fuel quality of vehicles would be preferable alternates for CO2
reduction from freight vehicles.
3.10.4 Economic Benefit Analysis of CO2 Emission
Reduction
The economic benefits of reducing CO2 emission from freight
vehicles in Guiyang in four different scenarios were analysed.
The results are as follows: in comparison with the BAU scenario, the
ILC scenario can save RMB 6,024 million in the CO2 treatment cost and
RMB 993.45 million in the depreciation cost of freight vehicles;
the AER scenario can save RMB 6,054 million in the CO2 treatment
cost and RMB 1,005.23 million in the depreciation cost of freight
vehicles; the CER scenario can save RMB 6,068 million in the CO2
treatment cost and RMB 1,018.88 million in the depreciation cost of
freight vehicles. Consequently, all of these three scenarios efficiently
save the depreciation cost of freight vehicles, other than the cost for
CO2 treatment.
Chapter 3 Informing Sub-national Actions 163
