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As part of the country's efforts to achieve green development, China implemented a mandatory energy intensity reduction target in its 11th "Five-Year Plan (FYP)" in 2006, and then began to roll out a series of relevant measures. However, existing studies have paid little attention to the actual effects of China's energy intensity constraint policy (EICP). In this paper, using panel data from China's 36 industrial sub-sectors covering the years from 2001 to 2014, we adopt the difference-in-differences (DID) method to investigate for the first time the EICP's (marginal) effect on total factor energy efficiency growth (TFEEG). We also estimate the superposition effect caused by the introduction of a carbon intensity constraint policy (CICP) on TFEEG, through the difference-in-difference-in-differences (DDD) strategy. Finally, using counterfactual, re-grouping and quasi-DID analyses, we conduct a series of robustness tests of the empirical results. The results show that the TFEEG in China's industrial sector experienced an overall declining trend between 2001 and 2014. The implementation of the EICP has had a significantly negative effect on the improvement of the TFEEG of sub-sectors with higher levels of energy intensity. After the implementation of the EICP, the TFEEG rate of these sub-sectors declined by 4.31%, compared to the rate of the other sub-sectors. The results of a series of robustness tests indicate that such a negative effect is credible. The marginal effect in the first two years after the implementation of the EICP was significantly negative, while the superposition effect of the introduction of a CICP on industrial TFEEG remained negative. Thus, the Chinese government should reinforce the implementation of energy-saving policies by introducing additional market-oriented auxiliary policies to propel the green development transformation of China's industrial sector. [ABSTRACT FROM AUTHOR]

Highlights • We estimate the energy rebound effect caused by technological progress in Shanghai. • We use the state space model with time-varying parameter based on the IPAT identity. • Shanghai has a high partial rebound effect on average at the overall-economy level. • Mitigating the energy rebound effect can significantly reduce carbon emissions. • Energy efficiency improvement should not be the only way to conserve energy. Abstract The energy rebound effect is regarded as an obstacle of achieving the expected target of energy-saving policies, especially under a rapid urbanization background in developing counties, such as China. This has become a substantial drag of sustainable development in some cities. Shanghai is the economic center of China, and it is also a typical energy import-dependent mega-city. Investigating the evolution of Shanghai's energy-saving performance and the energy rebound effect is significant for the implementation of energy-saving policies in other similar cities of China and other developing countries. Using the state space model with time-varying parameters and based on the IPAT identity and the Solow residual approach, this paper is the first study to present a specific estimation on Shanghai's energy rebound effect caused by technological progress. The results show that, during the period of 1991–2016, the average energy rebound effect of overall economy and secondary industry in Shanghai was 93.96% and 73.10%, respectively, indicating a high partial rebound effect. Most of expected energy saving caused by improved energy efficiency is offset by extra energy consumption caused by technological progress. Regarding tertiary industry, the average rebound effect was 146.61%, indicating a backfire effect. However, the average energy rebound amount of tertiary industry is less than that of secondary industry. In particular, there is an increasingly negative impact of the rebound effect of tertiary industry on energy conservation in recent years, with the sector's rapid expansion and corresponding increase in energy demand. Furthermore, we estimate the carbon rebound amount (i.e., carbon emissions caused by the energy rebound effect) and find that, on average, the energy rebound effect caused 13.1% and 0.41% increases in carbon emissions in Shanghai and China, respectively. Therefore, mitigating the energy rebound effect can significantly reduce carbon emissions. Due to the substantial impact of the rebound effect, technological progress and energy efficiency improvement should not be the only way to achieve energy-saving target, especially in energy import-dependent mega-cities like Shanghai. Some supporting policies should be implemented to ensure that the expected outcome of energy-saving effort can be realized as far as possible. [ABSTRACT FROM AUTHOR]

Station-free bike sharing systems (BSSs) are a new type of public bike system that has been widely deployed in China since 2017. However, rapid growth has vastly outpaced the immediate demand and overwhelmed many cities around the world. This paper proposes a heuristic bike optimization algorithm (HBOA) to determine the optimal supply and distribution of bikes considering the effect of bicycle cycling. In this approach, the different bike trips with separate bikes can be connected in space and time and converted into a continuous trip chain for a single bike. To improve this cycling efficiency, it is important to properly design the bicycle distribution. Taking Shenzhen as an example, we implement the algorithm with OD matrix data from Mobike and Ofo, the two large bike sharing companies which account for 80% of the shared bike market in Shenzhen, over two days. The HBOA results are as follows. 1) Only one-fifth of the bike supply is needed to meet the current usage demand if the bikes are used efficiently, which means a large number of shared bikes in Shenzhen remain in an idle state for long periods. 2) Although the cycling demand is high in many areas, it does not mean that large numbers of bikes are needed because the continuous inflow caused by the cycling effect of bikes will meet most of the demand by itself. 3) The areas with the highest demands for optimal bikes are residential, followed by industrial, public transportation, official and commercial areas, on both working and non-working days. This algorithm can be an objective basis for city related departments to manage station-free BSSs and be applied to design the layout of bikes in small-scale spatial units to help station-free BSSs operate efficiently and minimize the need to relocate the bikes without reducing the level of user satisfaction. [ABSTRACT FROM AUTHOR]