Measures
Sustainable transport strategies for a cleaner, more liveable city
Iskandar Malaysia’s embarkation on a sustainable transport transition through the establishment of the BRT system is expected to provide energy demand reduction of around 790 ktoe and an estimated GHG emission reduction of 2.9 MTCO2-e in 2030, compared to the BAU baseline. The benefit of such an initiative also extends to other socio-economic benefits unquantifiable by the modelling. For example, it is a means of reducing traffic congestion – a major problem in cities. With the population expected to grow at a rate of 4 per cent annually, traffic congestion is likely to worsen without intervention. In addition, air pollution can be substantially decreased by taking cars off the road. Such initiatives pave the way for a more liveable city.
Raising the transport decarbonization ambition further, NEXSTEP analysis shows that adoption of hybrid passenger vehicles can be an effective means of reducing fuel consumption as well as GHG emissions. The current share of hybrid vehicles in the existing fleet is estimated to be less than 0.5 per cent and is modelled to reach 18.5 per cent in 2030, in the SET scenario. This will result in energy demand reduction of 89 ktoe and GHG emission reduction of 0.25 MTCO2-e. Further reductions can be expected if the uptake of hybrid cars exceeds the levels modelled.
While electric vehicles have created great interest that has been growing exponentially over the past decade globally, transport electrification is not proposed by NEXSTEP. Electric vehicles do not require direct fuel combustion; hence they reduce direct emissions from the transport sector. However, it could be more polluting than hybrid vehicles when the emissions attributable to the consumed grid electricity are considered. This is particularly the case for passenger cars, where the emission intensity of electric cars is expected to be higher than their hybrid counterparts. Electric vehicles may, however, be the better option if the grid emission factor is reduced substantially, possibly past 2030, by substantially increasing the RE share in the central grid.
Iskandar Malaysia’s embarkation on a sustainable transport transition through the establishment of the BRT system is expected to provide energy demand reduction of around 790 ktoe and an estimated GHG emission reduction of 2.9 MTCO2-e in 2030, compared to the BAU baseline. The benefit of such an initiative also extends to other socio-economic benefits unquantifiable by the modelling. For example, it is a means of reducing traffic congestion – a major problem in cities. With the population expected to grow at a rate of 4 per cent annually, traffic congestion is likely to worsen without intervention. In addition, air pollution can be substantially decreased by taking cars off the road. Such initiatives pave the way for a more liveable city.
Raising the transport decarbonization ambition further, NEXSTEP analysis shows that adoption of hybrid passenger vehicles can be an effective means of reducing fuel consumption as well as GHG emissions. The current share of hybrid vehicles in the existing fleet is estimated to be less than 0.5 per cent and is modelled to reach 18.5 per cent in 2030, in the SET scenario. This will result in energy demand reduction of 89 ktoe and GHG emission reduction of 0.25 MTCO2-e. Further reductions can be expected if the uptake of hybrid cars exceeds the levels modelled.
While electric vehicles have created great interest that has been growing exponentially over the past decade globally, transport electrification is not proposed by NEXSTEP. Electric vehicles do not require direct fuel combustion; hence they reduce direct emissions from the transport sector. However, it could be more polluting than hybrid vehicles when the emissions attributable to the consumed grid electricity are considered. This is particularly the case for passenger cars, where the emission intensity of electric cars is expected to be higher than their hybrid counterparts. Electric vehicles may, however, be the better option if the grid emission factor is reduced substantially, possibly past 2030, by substantially increasing the RE share in the central grid.
Category
Group
Scenario