Transport - REMIND-MAgPIE - Revision history

Rineke Oostenrijk: Text replacement - "REMIND" to "REMIND-MAgPIE"

2021-11-21T13:35:03Z

Text replacement - "REMIND" to "REMIND-MAgPIE"

← Older revision		Revision as of 15:35, 21 November 2021
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	{{ModelDocumentationTemplate		{{ModelDocumentationTemplate
	\|IsEmpty=No		\|IsEmpty=No
	\|IsDocumentationOf=REMIND		\|IsDocumentationOf=REMIND-MAgPIE
	\|DocumentationCategory=Transport		\|DocumentationCategory=Transport
	}}		}}
	REMIND models the transport sector by using a hybrid approach combining top-down and bottom-up elements (see [http://themasites.pbl.nl/models/advance/index.php/Production_system_and_representation_of_economic_sectors_-_REMIND Figure 1. Production structure of REMIND. Linear production functions describe the conversion of primary energy (lowest level) to final energy carriers. Nested CES structures describe the aggregation of final energy carriers for end-use.]). Specifically, mobility demands for the 4 modeled transport sub-sectors (Passenger-light duty vehicles (LDV), Freight, Electric Rail, Passenger-Aviation and Buses) are derived in a top-down fashion, since they are input to a nested CES production function that ultimately produces GDP. For the LDV mode, three different technology options (internal combustion engine, battery electric vehicle, and fuel cell vehicle) compete against each other in a linear bottom-up technology model.		REMIND-MAgPIE models the transport sector by using a hybrid approach combining top-down and bottom-up elements (see [http://themasites.pbl.nl/models/advance/index.php/Production_system_and_representation_of_economic_sectors_-_REMIND-MAgPIE Figure 1. Production structure of REMIND-MAgPIE. Linear production functions describe the conversion of primary energy (lowest level) to final energy carriers. Nested CES structures describe the aggregation of final energy carriers for end-use.]). Specifically, mobility demands for the 4 modeled transport sub-sectors (Passenger-light duty vehicles (LDV), Freight, Electric Rail, Passenger-Aviation and Buses) are derived in a top-down fashion, since they are input to a nested CES production function that ultimately produces GDP. For the LDV mode, three different technology options (internal combustion engine, battery electric vehicle, and fuel cell vehicle) compete against each other in a linear bottom-up technology model.

	The transport sector requires input of final energy in different forms (liquids, electricity and hydrogen) and requires investments and operation and maintenance payments into the distribution infrastructure (infrastructure capacity grows linearly with distributed final energy) as well as into the vehicle stock. It generates emissions that go into the climate model and, depending on the scenario, can be taxed or limited by a budget. Furthermore, it is possible to consider taxes and subsidies on fuels. Material needs and embodied energy are not considered.		The transport sector requires input of final energy in different forms (liquids, electricity and hydrogen) and requires investments and operation and maintenance payments into the distribution infrastructure (infrastructure capacity grows linearly with distributed final energy) as well as into the vehicle stock. It generates emissions that go into the climate model and, depending on the scenario, can be taxed or limited by a budget. Furthermore, it is possible to consider taxes and subsidies on fuels. Material needs and embodied energy are not considered.
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	'''Table 1'''. Overview of LDV technologies		'''Table 1'''. Overview of LDV technologies
	<figtable id="tab:~~REMINDtable_9~~">		<figtable id="tab:REMIND-MAgPIEtable_9">
	[[File:54067642.jpg]]		[[File:54067642.jpg]]
	</figtable>		</figtable>

Mathijs Harmsen: Mathijs Harmsen moved page Transport - REMIND to Transport - REMIND-MAgPIE without leaving a redirect: Text replacement - "REMIND" to "REMIND-MAgPIE"

2021-11-18T12:13:47Z

Mathijs Harmsen moved page Transport - REMIND to Transport - REMIND-MAgPIE without leaving a redirect: Text replacement - "REMIND" to "REMIND-MAgPIE"

← Older revision

Revision as of 14:13, 18 November 2021

Laura Delsa at 13:42, 3 February 2017

2017-02-03T13:42:40Z

← Older revision		Revision as of 15:42, 3 February 2017
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	[[File:54067642.jpg]]		[[File:54067642.jpg]]
	</figtable>		</figtable>










			<references />

Laura Delsa at 13:42, 3 February 2017

2017-02-03T13:42:10Z

← Older revision		Revision as of 15:42, 3 February 2017
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	The transport sector requires input of final energy in different forms (liquids, electricity and hydrogen) and requires investments and operation and maintenance payments into the distribution infrastructure (infrastructure capacity grows linearly with distributed final energy) as well as into the vehicle stock. It generates emissions that go into the climate model and, depending on the scenario, can be taxed or limited by a budget. Furthermore, it is possible to consider taxes and subsidies on fuels. Material needs and embodied energy are not considered.		The transport sector requires input of final energy in different forms (liquids, electricity and hydrogen) and requires investments and operation and maintenance payments into the distribution infrastructure (infrastructure capacity grows linearly with distributed final energy) as well as into the vehicle stock. It generates emissions that go into the climate model and, depending on the scenario, can be taxed or limited by a budget. Furthermore, it is possible to consider taxes and subsidies on fuels. Material needs and embodied energy are not considered.

	The main drivers/determinants of transport demand are GDP growth, the autonomous efficiency improvements (efficiency parameters of CES production function), and the elasticities of substitution between capital and energy and between stationary and transport energy forms. In more detail, mobility from the different modes comes as an input to a CES function, the output of which is combined with stationary energy to generate a generalized energy good, which is combined with labor and capital in the main production function for GDP. Finally, inside a model run, different final energy prices (due to climate policy, different resource assumptions, etc.) can lead to substitution of different transport modes inside the CES function, or a total reduction of travel demand (see Pietzcker et al. (2014a) for a comparison of the different contributions to transport mitigation). For passenger transport, we consider LDV (powered by liquids, electricity or hydrogen), Aviation and Bus (aggregated, only powered by liquids) and Electric Trains (only powered by electricity). For freight transport, there is only one generic mode based on liquid fuels. For the conversion technologies of primary energy sources into these secondary energy carriers, see Section Energy Conversion.		The main drivers/determinants of transport demand are GDP growth, the autonomous efficiency improvements (efficiency parameters of CES production function), and the elasticities of substitution between capital and energy and between stationary and transport energy forms. In more detail, mobility from the different modes comes as an input to a CES function, the output of which is combined with stationary energy to generate a generalized energy good, which is combined with labor and capital in the main production function for GDP. Finally, inside a model run, different final energy prices (due to climate policy, different resource assumptions, etc.) can lead to substitution of different transport modes inside the CES function, or a total reduction of travel demand (see Pietzcker <ref>Pietzcker RC, Longden T, Chen W, et al (2014a) Long-term transport energy demand and climate policy: Alternative visions on transport decarbonization in energy-economy models. Energy 64:95–108. doi: 10.1016/j.energy.2013.08.059</ref> for a comparison of the different contributions to transport mitigation). For passenger transport, we consider LDV (powered by liquids, electricity or hydrogen), Aviation and Bus (aggregated, only powered by liquids) and Electric Trains (only powered by electricity). For freight transport, there is only one generic mode based on liquid fuels. For the conversion technologies of primary energy sources into these secondary energy carriers, see Section Energy Conversion.

	The distribution of vehicles inside the LDV mode follows cost optimization (perfect linear substitutability), although with different non-linear constraints (learning curve, upper limits of 70% on share of battery-electric vehicles and 90% on Fuel Cell vehicles) that in most realizations lead to a technology mix.		The distribution of vehicles inside the LDV mode follows cost optimization (perfect linear substitutability), although with different non-linear constraints (learning curve, upper limits of 70% on share of battery-electric vehicles and 90% on Fuel Cell vehicles) that in most realizations lead to a technology mix.

Laura Delsa at 15:15, 1 February 2017

2017-02-01T15:15:48Z

← Older revision		Revision as of 17:15, 1 February 2017
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	\|DocumentationCategory=Transport		\|DocumentationCategory=Transport
	}}		}}
	REMIND models the transport sector by using a hybrid approach combining top-down and bottom-up elements (see [http://themasites.pbl.nl/models/advance/~~images/5/56~~/~~ReMIND_CES_structure_REMIND1p7.png~~ Figure 1. Production structure of REMIND. Linear production functions describe the conversion of primary energy (lowest level) to final energy carriers. Nested CES structures describe the aggregation of final energy carriers for end-use.]). Specifically, mobility demands for the 4 modeled transport sub-sectors (Passenger-light duty vehicles (LDV), Freight, Electric Rail, Passenger-Aviation and Buses) are derived in a top-down fashion, since they are input to a nested CES production function that ultimately produces GDP. For the LDV mode, three different technology options (internal combustion engine, battery electric vehicle, and fuel cell vehicle) compete against each other in a linear bottom-up technology model.		REMIND models the transport sector by using a hybrid approach combining top-down and bottom-up elements (see [http://themasites.pbl.nl/models/advance/index.php/Production_system_and_representation_of_economic_sectors_-_REMIND Figure 1. Production structure of REMIND. Linear production functions describe the conversion of primary energy (lowest level) to final energy carriers. Nested CES structures describe the aggregation of final energy carriers for end-use.]). Specifically, mobility demands for the 4 modeled transport sub-sectors (Passenger-light duty vehicles (LDV), Freight, Electric Rail, Passenger-Aviation and Buses) are derived in a top-down fashion, since they are input to a nested CES production function that ultimately produces GDP. For the LDV mode, three different technology options (internal combustion engine, battery electric vehicle, and fuel cell vehicle) compete against each other in a linear bottom-up technology model.

	The transport sector requires input of final energy in different forms (liquids, electricity and hydrogen) and requires investments and operation and maintenance payments into the distribution infrastructure (infrastructure capacity grows linearly with distributed final energy) as well as into the vehicle stock. It generates emissions that go into the climate model and, depending on the scenario, can be taxed or limited by a budget. Furthermore, it is possible to consider taxes and subsidies on fuels. Material needs and embodied energy are not considered.		The transport sector requires input of final energy in different forms (liquids, electricity and hydrogen) and requires investments and operation and maintenance payments into the distribution infrastructure (infrastructure capacity grows linearly with distributed final energy) as well as into the vehicle stock. It generates emissions that go into the climate model and, depending on the scenario, can be taxed or limited by a budget. Furthermore, it is possible to consider taxes and subsidies on fuels. Material needs and embodied energy are not considered.

Laura Delsa at 15:14, 1 February 2017

2017-02-01T15:14:55Z

← Older revision		Revision as of 17:14, 1 February 2017
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	'''Table 1'''. Overview of LDV technologies		'''Table 1'''. Overview of LDV technologies
	<~~figure~~ id="~~fig~~:REMINDtable_9">		<figtable id="tab:REMINDtable_9">
	[[File:54067642.jpg]]		[[File:54067642.jpg]]
	</~~figure~~>		</figtable>

Laura Delsa at 15:14, 1 February 2017

2017-02-01T15:14:21Z

← Older revision		Revision as of 17:14, 1 February 2017
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	\|DocumentationCategory=Transport		\|DocumentationCategory=Transport
	}}		}}
	REMIND models the transport sector by using a hybrid approach combining top-down and bottom-up elements (see Figure 1. Production structure of REMIND. Linear production functions describe the conversion of primary energy (lowest level) to final energy carriers. Nested CES structures describe the aggregation of final energy carriers for end-use. ~~[http://themasites.pbl.nl/models/advance/images/5/56/ReMIND_CES_structure_REMIND1p7.png~~]). Specifically, mobility demands for the 4 modeled transport sub-sectors (Passenger-light duty vehicles (LDV), Freight, Electric Rail, Passenger-Aviation and Buses) are derived in a top-down fashion, since they are input to a nested CES production function that ultimately produces GDP. For the LDV mode, three different technology options (internal combustion engine, battery electric vehicle, and fuel cell vehicle) compete against each other in a linear bottom-up technology model.		REMIND models the transport sector by using a hybrid approach combining top-down and bottom-up elements (see [http://themasites.pbl.nl/models/advance/images/5/56/ReMIND_CES_structure_REMIND1p7.png Figure 1. Production structure of REMIND. Linear production functions describe the conversion of primary energy (lowest level) to final energy carriers. Nested CES structures describe the aggregation of final energy carriers for end-use.]). Specifically, mobility demands for the 4 modeled transport sub-sectors (Passenger-light duty vehicles (LDV), Freight, Electric Rail, Passenger-Aviation and Buses) are derived in a top-down fashion, since they are input to a nested CES production function that ultimately produces GDP. For the LDV mode, three different technology options (internal combustion engine, battery electric vehicle, and fuel cell vehicle) compete against each other in a linear bottom-up technology model.

	The transport sector requires input of final energy in different forms (liquids, electricity and hydrogen) and requires investments and operation and maintenance payments into the distribution infrastructure (infrastructure capacity grows linearly with distributed final energy) as well as into the vehicle stock. It generates emissions that go into the climate model and, depending on the scenario, can be taxed or limited by a budget. Furthermore, it is possible to consider taxes and subsidies on fuels. Material needs and embodied energy are not considered.		The transport sector requires input of final energy in different forms (liquids, electricity and hydrogen) and requires investments and operation and maintenance payments into the distribution infrastructure (infrastructure capacity grows linearly with distributed final energy) as well as into the vehicle stock. It generates emissions that go into the climate model and, depending on the scenario, can be taxed or limited by a budget. Furthermore, it is possible to consider taxes and subsidies on fuels. Material needs and embodied energy are not considered.

Laura Delsa at 14:57, 1 February 2017

2017-02-01T14:57:55Z

← Older revision		Revision as of 16:57, 1 February 2017
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	\|DocumentationCategory=Transport		\|DocumentationCategory=Transport
	}}		}}
	REMIND models the transport sector by using a hybrid approach combining top-down and bottom-up elements (see ~~Figure~~ Figure 1. Production structure of REMIND. Linear production functions describe the conversion of primary energy (lowest level) to final energy carriers. Nested CES structures describe the aggregation of final energy carriers for end-use. [http://themasites.pbl.nl/models/advance/images/5/56/ReMIND_CES_structure_REMIND1p7.png]). Specifically, mobility demands for the 4 modeled transport sub-sectors (Passenger-light duty vehicles (LDV), Freight, Electric Rail, Passenger-Aviation and Buses) are derived in a top-down fashion, since they are input to a nested CES production function that ultimately produces GDP. For the LDV mode, three different technology options (internal combustion engine, battery electric vehicle, and fuel cell vehicle) compete against each other in a linear bottom-up technology model.		REMIND models the transport sector by using a hybrid approach combining top-down and bottom-up elements (see Figure 1. Production structure of REMIND. Linear production functions describe the conversion of primary energy (lowest level) to final energy carriers. Nested CES structures describe the aggregation of final energy carriers for end-use. [http://themasites.pbl.nl/models/advance/images/5/56/ReMIND_CES_structure_REMIND1p7.png]). Specifically, mobility demands for the 4 modeled transport sub-sectors (Passenger-light duty vehicles (LDV), Freight, Electric Rail, Passenger-Aviation and Buses) are derived in a top-down fashion, since they are input to a nested CES production function that ultimately produces GDP. For the LDV mode, three different technology options (internal combustion engine, battery electric vehicle, and fuel cell vehicle) compete against each other in a linear bottom-up technology model.

	The transport sector requires input of final energy in different forms (liquids, electricity and hydrogen) and requires investments and operation and maintenance payments into the distribution infrastructure (infrastructure capacity grows linearly with distributed final energy) as well as into the vehicle stock. It generates emissions that go into the climate model and, depending on the scenario, can be taxed or limited by a budget. Furthermore, it is possible to consider taxes and subsidies on fuels. Material needs and embodied energy are not considered.		The transport sector requires input of final energy in different forms (liquids, electricity and hydrogen) and requires investments and operation and maintenance payments into the distribution infrastructure (infrastructure capacity grows linearly with distributed final energy) as well as into the vehicle stock. It generates emissions that go into the climate model and, depending on the scenario, can be taxed or limited by a budget. Furthermore, it is possible to consider taxes and subsidies on fuels. Material needs and embodied energy are not considered.

Laura Delsa at 14:57, 1 February 2017

2017-02-01T14:57:34Z

← Older revision		Revision as of 16:57, 1 February 2017
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	\|DocumentationCategory=Transport		\|DocumentationCategory=Transport
	}}		}}
	REMIND models the transport sector by using a hybrid approach combining top-down and bottom-up elements (see Figure 1. Production structure of REMIND. Linear production functions describe the conversion of primary energy (lowest level) to final energy carriers. Nested CES structures describe the aggregation of final energy carriers for end-use. [http://themasites.pbl.nl/models/advance/images/5/56/ReMIND_CES_structure_REMIND1p7.png]). Specifically, mobility demands for the 4 modeled transport sub-sectors (Passenger-light duty vehicles (LDV), Freight, Electric Rail, Passenger-Aviation and Buses) are derived in a top-down fashion, since they are input to a nested CES production function that ultimately produces GDP. For the LDV mode, three different technology options (internal combustion engine, battery electric vehicle, and fuel cell vehicle) compete against each other in a linear bottom-up technology model.		REMIND models the transport sector by using a hybrid approach combining top-down and bottom-up elements (see Figure Figure 1. Production structure of REMIND. Linear production functions describe the conversion of primary energy (lowest level) to final energy carriers. Nested CES structures describe the aggregation of final energy carriers for end-use. [http://themasites.pbl.nl/models/advance/images/5/56/ReMIND_CES_structure_REMIND1p7.png]). Specifically, mobility demands for the 4 modeled transport sub-sectors (Passenger-light duty vehicles (LDV), Freight, Electric Rail, Passenger-Aviation and Buses) are derived in a top-down fashion, since they are input to a nested CES production function that ultimately produces GDP. For the LDV mode, three different technology options (internal combustion engine, battery electric vehicle, and fuel cell vehicle) compete against each other in a linear bottom-up technology model.

	The transport sector requires input of final energy in different forms (liquids, electricity and hydrogen) and requires investments and operation and maintenance payments into the distribution infrastructure (infrastructure capacity grows linearly with distributed final energy) as well as into the vehicle stock. It generates emissions that go into the climate model and, depending on the scenario, can be taxed or limited by a budget. Furthermore, it is possible to consider taxes and subsidies on fuels. Material needs and embodied energy are not considered.		The transport sector requires input of final energy in different forms (liquids, electricity and hydrogen) and requires investments and operation and maintenance payments into the distribution infrastructure (infrastructure capacity grows linearly with distributed final energy) as well as into the vehicle stock. It generates emissions that go into the climate model and, depending on the scenario, can be taxed or limited by a budget. Furthermore, it is possible to consider taxes and subsidies on fuels. Material needs and embodied energy are not considered.

Laura Delsa at 14:32, 1 February 2017

2017-02-01T14:32:42Z

← Older revision		Revision as of 16:32, 1 February 2017
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	\|DocumentationCategory=Transport		\|DocumentationCategory=Transport
	}}		}}
	REMIND models the transport sector by using a hybrid approach combining top-down and bottom-up elements (see Figure 4 [http://themasites.pbl.nl/models/advance/images/5/56/ReMIND_CES_structure_REMIND1p7.png]). Specifically, mobility demands for the 4 modeled transport sub-sectors (Passenger-light duty vehicles (LDV), Freight, Electric Rail, Passenger-Aviation and Buses) are derived in a top-down fashion, since they are input to a nested CES production function that ultimately produces GDP. For the LDV mode, three different technology options (internal combustion engine, battery electric vehicle, and fuel cell vehicle) compete against each other in a linear bottom-up technology model.		REMIND models the transport sector by using a hybrid approach combining top-down and bottom-up elements (see Figure 1. Production structure of REMIND. Linear production functions describe the conversion of primary energy (lowest level) to final energy carriers. Nested CES structures describe the aggregation of final energy carriers for end-use. [http://themasites.pbl.nl/models/advance/images/5/56/ReMIND_CES_structure_REMIND1p7.png]). Specifically, mobility demands for the 4 modeled transport sub-sectors (Passenger-light duty vehicles (LDV), Freight, Electric Rail, Passenger-Aviation and Buses) are derived in a top-down fashion, since they are input to a nested CES production function that ultimately produces GDP. For the LDV mode, three different technology options (internal combustion engine, battery electric vehicle, and fuel cell vehicle) compete against each other in a linear bottom-up technology model.

	The transport sector requires input of final energy in different forms (liquids, electricity and hydrogen) and requires investments and operation and maintenance payments into the distribution infrastructure (infrastructure capacity grows linearly with distributed final energy) as well as into the vehicle stock. It generates emissions that go into the climate model and, depending on the scenario, can be taxed or limited by a budget. Furthermore, it is possible to consider taxes and subsidies on fuels. Material needs and embodied energy are not considered.		The transport sector requires input of final energy in different forms (liquids, electricity and hydrogen) and requires investments and operation and maintenance payments into the distribution infrastructure (infrastructure capacity grows linearly with distributed final energy) as well as into the vehicle stock. It generates emissions that go into the climate model and, depending on the scenario, can be taxed or limited by a budget. Furthermore, it is possible to consider taxes and subsidies on fuels. Material needs and embodied energy are not considered.