World Bank Document

GHG EMISSIONS, URBAN MOBILITY, AND MORPHOLOGY ■ 121

where
Q is the total carbon equivalent emitted per day by passengers while commuting
to work (does not include noncommuting trips) in metric tons per day
VKmT is the total VKmT
E is the carbon equivalent emitted per vehicle kilometer traveled
PKmT is the PKmT per day
L is the load factor
D is the average commuting distance per passenger
P is the number of passengers per day using the transport mode.

Q = T × ∑

N

i = 1

2 × Di × Pi × Pi
Li × 106
where
Q is the total carbon equivalent emitted per day by passengers while commuting
to work (does not include noncommuting trips) in metric tons per day
T is the total number of commuters per day
N is the number of commuting transport modes types numbered from 1 to N
Di is the average commuting distance one way per passenger in kilometers per
type i of commuting mode
Pi is the percentage of commuters using transport mode type i
Ei is the carbon emissions of vehicle used for mode i in grams of carbon equiva-
lent (full life cycle) per VKmT
Li is the load factor expressed in average number of passengers per vehicle of
type i.

Notes

1. London, New York City, Rome, Stockholm, and Tokyo.


2. We defi ne urban transport network as including all public or private spaces and sys-
   tems devoted to circulation of good and people, from sidewalks, elevators, and cycle
   tracks to bus rapid transit networks and underground rail.


3. Th is fi gure from the 2000 census refl ects resident working persons aged 15 years and
   above by mode of transport to work, which includes public bus, mass rapid transit,
   or taxi.


4. Pico y placa consists of limiting the number of vehicles on the road on a given day by
   allowing on alternative days only vehicles with a license plate ending with an odd or
   even number.


5. Th e Hong Kong metro is an exception: Neither capital cost nor operation and main-
   tenance are subsidized.