Green low-carbon evaluation method for urban comprehensive transportation hub

Abstract

The invention discloses a green low-carbon evaluation method for an urban comprehensive transportation junction, and the method comprises the steps: S1, boundary definition: digitally delimiting a space boundary of carbon emission accounting, and defining a time boundary based on the whole life cycle of the junction; s2, system construction and data acquisition: constructing a comprehensive evaluation system which takes trip chain carbon emission as a core evaluation module and takes building facility carbon emission and operation management carbon emission as auxiliary correction modules; s3, carbon emission quantification: based on the collected source data, calculating the quantity values of travel chain carbon emission, building facility carbon emission and operation management carbon emission; s4, comprehensive grading: taking a calculation result of travel chain carbon emission as a core judgment basis to obtain a final low-carbon grade; and S5, outputting and applying a result. By establishing a complete transportation hub carbon accounting system and a multi-dimensional data monitoring and dynamic grading mechanism, accurate quantification and grading evaluation of carbon emission are realized, and reliable technical support is provided for hub low-carbon transformation.

Description

Technical Field

[0001] This invention belongs to the field of urban green transportation technology, and in particular relates to a green and low-carbon evaluation method for urban integrated transportation hubs. Background Technology

[0002] With the acceleration of urbanization and the continuous improvement of integrated transportation systems, urban integrated transportation hubs, as key nodes where multiple modes of transportation converge, are expanding in scale and becoming increasingly complex in function. Against the backdrop of promoting green and low-carbon development in the transportation sector, how to scientifically and accurately assess the carbon emission characteristics and low-carbon levels of transportation hubs has become a key focus of the industry. In existing practices of carbon emission accounting for urban integrated transportation hubs, the lack of a unified accounting boundary standard leads to significant differences among different operators in defining the scope of carbon emissions: some operators only calculate the energy consumption of the hub building itself, ignoring emissions from surrounding transportation connections; others include transportation emissions but fail to incorporate the empty mileage of connecting vehicles and the energy consumption of waiting vehicles into their calculations. This inconsistency in the accounting scope results in a lack of comparable carbon emission data for similar hubs, hindering the formation of an effective industry benchmarking system and severely restricting the competent authorities' accurate assessment and scientific supervision of the low-carbon development level of transportation hubs. Summary of the Invention

[0003] In view of this, the purpose of the present invention is to provide a green and low-carbon evaluation method for urban integrated transportation hubs to address the shortcomings of the prior art.

[0004] To achieve the above objectives, the present invention is implemented through the following technical solution:

[0005] A green and low-carbon evaluation method for urban integrated transportation hubs is provided, which includes the following steps:

[0006] S1. Boundary Definition: Based on geographic information system data and hub design drawings, the spatial boundary for carbon emission accounting is digitally delineated. The spatial boundary includes the hub physical area and the surrounding traffic flow area. The time boundary is defined based on the hub's entire life cycle, which includes the planning, construction, operation and decommissioning stages.

[0007] S2. System Construction and Data Collection: Construct a comprehensive evaluation system with carbon emissions from the travel chain as the core evaluation module and carbon emissions from building facilities and carbon emissions from operation and management as auxiliary correction modules. Collect source data from each module through IoT sensors, traffic monitoring systems and energy management systems.

[0008] S3. Carbon Emission Quantification: Calculate the carbon emissions of the travel chain, building facilities, and operation and management based on the collected source data.

[0009] S4. Comprehensive classification: The calculation results of carbon emissions in the travel chain are used as the core judgment basis to initially determine the low carbon level of the hub. Then, the preliminary level is forcibly revised based on the calculation results of carbon emissions from building facilities and carbon emissions from operation and management to obtain the final low carbon level.

[0010] S5. Results Output and Application: Output the final low-carbon rating and use the rating results for at least one of the following: carbon quota accounting, green certification assessment, or policy support qualification.

[0011] The green and low-carbon evaluation method for urban integrated transportation hubs, as described above, comprehensively covers the three types of transportation chains: serving departing passengers, serving arriving passengers, and serving employee commutes. It also includes carbon emissions from empty mileage generated by various connecting vehicles due to operation and scheduling, as well as carbon emissions from idling while waiting in the parking lot.

[0012] As described in the green and low-carbon evaluation method for urban integrated transportation hubs, the calculation of carbon emissions from the travel chain includes the calculation of the key evaluation indicator, the greening rate of the transportation structure, which is the percentage of passengers using preset low-carbon transportation modes to enter and exit the hub within the statistical period. Low-carbon transportation modes include walking, non-motorized vehicles, and rail transit.

[0013] The green and low-carbon evaluation method for urban integrated transportation hubs, as described above, includes the following specific steps in the comprehensive classification process:

[0014] S41. Benchmark setting: Based on regional carbon emission policy objectives and carbon emission data of similar hubs, a multi-level carbon emission intensity threshold is dynamically set according to the type, scale and regional characteristics of the hub through a mathematical model;

[0015] S42. Core Judgment: Compare the carbon emission intensity of the travel chain of this hub with multi-level thresholds to determine the preliminary level;

[0016] S43. Level Correction: The carbon emission intensity of the building facilities and the carbon emission intensity of operation and management of this hub are compared with the preset thresholds corresponding to the preliminary level. If either one fails to reach its corresponding threshold, the preliminary level is downgraded by one level to become the final low-carbon level.

[0017] As described in the green and low-carbon evaluation method for urban integrated transportation hubs, the multi-level carbon emission intensity thresholds in step S41 are dynamically updated, and the update triggering conditions include the expiration of a predetermined time period or a phased adjustment of the regional carbon emission reduction target.

[0018] As described in the green and low-carbon evaluation method for urban integrated transportation hubs, in step S42, if the preliminary level is the highest level of near-zero carbon, a pre-qualification verification must be performed: verify whether the greening rate of the transportation structure of this hub meets the preset minimum requirements; if it does not meet the requirements, its preliminary level will be downgraded directly.

[0019] As described in the green and low-carbon evaluation method for urban integrated transportation hubs, the carbon emission accounting of building facilities adopts the life cycle assessment method, covering the stages of building material production, transportation, construction, operation and maintenance and demolition. The carbon emission accounting of operation and management covers the energy consumption of the internal energy system of the hub and the energy consumption of baggage or logistics system transfer.

[0020] As described in the green and low-carbon evaluation method for urban integrated transportation hubs, the calculation results of carbon emissions from building facilities and carbon emissions from operation and management are used as a mandatory correction basis in the comprehensive classification step to make a final determination of the preliminary level based on carbon emissions from the travel chain.

[0021] The beneficial effects of the technical solution of this invention are:

[0022] 1. By establishing a comprehensive and accurate monitoring and quantification system for carbon emissions from transportation hubs, covering both spatial and temporal dimensions, a multi-module evaluation system was established. By expanding the accounting scope from traditional building energy consumption to the entire travel chain, the system tracks the direct and indirect emissions of various stakeholders, including passengers, employees, and shuttle vehicles, while also covering the entire lifecycle carbon footprint from building material production to waste disposal. This solved the technical problems of ambiguous accounting boundaries and one-sided data collection in traditional methods, and established a complete and scientific carbon measurement standard system for urban transportation hubs.

[0023] 2. By adopting a tiered mechanism with core judgment and mandatory correction, and a dynamic threshold system, a scientific and fair low-carbon performance evaluation model has been constructed. Taking carbon emissions from the travel chain as the core indicator, a dual mandatory correction mechanism for building and operational carbon emissions has been introduced, and pre-verification thresholds such as the greening rate of the transportation structure have been set. By establishing a dynamic threshold update mechanism linked to regional carbon targets, the forward-looking nature of the evaluation standards has been ensured, and data "greening" has been effectively prevented. Through a multi-dimensional and dynamic evaluation system, a fair benchmark has been provided for hubs of different sizes and types, enhancing the scientific nature and authority of the evaluation results.

[0024] 3. By establishing a sophisticated online carbon emission monitoring and diagnostic system, accurate identification and optimization of high-carbon processes have been achieved. Based on the Internet of Things sensor network, real-time data collection of various transportation modes, building energy consumption, and operational management data is conducted. Through multi-source data fusion analysis technology, key emission sources such as empty mileage, idling waiting, and high energy consumption of equipment are accurately located. The sophisticated monitoring and diagnostic capabilities enable managers to optimize traffic organization, improve equipment operation strategies, and enhance energy efficiency. This provides a clear technical path for the low-carbon transformation and operational optimization of hubs, and improves the effectiveness of energy conservation and emission reduction measures. Attached Figure Description

[0025] To further illustrate the above-mentioned objectives, structural features, and effects of the present invention, the present invention will be described in detail below with reference to the accompanying drawings.

[0026] Figure 1 This is a flowchart of a preferred embodiment of the method of the present invention;

[0027] Figure 2 This is a logic block diagram showing the overall hierarchy of a preferred embodiment of the present invention. Detailed Implementation

[0028] The terms “invention” and “the present invention” used in this specification are intended to broadly refer to all subject matter of this specification and any of the following patent claims. Statements containing these terms should not be construed as limiting the subject matter described herein or limiting the meaning or scope of any of the following patent claims. Furthermore, this specification does not attempt to describe or limit the subject matter covered by any claim of any particular component, paragraph, statement, or drawing of this application. The subject matter should be understood with reference to the entire specification, all drawings, and any of the following claims. The invention may have other embodiments and be practiced or implemented in other ways. Moreover, it should be understood that the wording and terminology used herein are for illustrative purposes and should not be considered limiting.

[0029] The details of the invention will now be discussed with reference to the accompanying drawings, which are illustrated by way of example only. In the drawings, similar features or components may be labeled using the same reference numerals.

[0030] The use of the terms "comprising," "having," and "including," and variations thereof, herein means to include the items listed herein and their equivalents and additional items. While reference may be made in the description of the drawings to directions such as above, below, upward, downward, backward, bottom, top, front, rear, etc., for convenience, reference is made relative to the drawings. These directions are not intended to literally accept or limit the invention in any form. Furthermore, terms such as "first," "second," "third," etc., are used herein for illustrative purposes and are not intended to indicate or imply importance or significance.

[0031] See Figure 1 , Figure 2 As shown, this invention provides a green and low-carbon evaluation method for urban integrated transportation hubs, comprising the following steps:

[0032] S1, Boundary Definition: Based on geographic information system data and hub design drawings, the spatial boundary for carbon emission accounting is digitally delineated. The spatial boundary includes the hub physical area and the surrounding traffic flow area. The time boundary is defined based on the entire life cycle of the hub, which includes the planning, construction, operation and decommissioning stages.

[0033] S2, System Construction and Data Collection: Construct a comprehensive evaluation system with carbon emissions from the travel chain as the core evaluation module and carbon emissions from building facilities and carbon emissions from operation and management as auxiliary correction modules. Collect source data from each module through IoT sensing, traffic monitoring system and energy management system.

[0034] S3, Carbon Emission Quantification: Based on the collected source data, calculate the values ​​of carbon emissions from the travel chain, building facilities, and operation and management.

[0035] S4, Comprehensive Classification: The calculation results of carbon emissions from the travel chain are used as the core judgment basis to initially determine the low-carbon level of the hub. Then, the initial level is forcibly revised based on the calculation results of carbon emissions from building facilities and carbon emissions from operation and management to obtain the final low-carbon level.

[0036] S5, Results Output and Application: Output the final low-carbon rating and use the rating results for at least one of the following: carbon quota accounting, green certification assessment, or policy support qualification.

[0037] This implementation plan, firstly, achieves comprehensive and accurate control over hub carbon emissions by constructing an accounting boundary covering both spatial and temporal dimensions, and a multi-module evaluation system encompassing travel chains, building facilities, and operation management. This addresses the issues of incomplete accounting and inaccurate data in traditional methods. Secondly, it adopts a tiered mechanism centered on travel chains and with mandatory corrections for building and operation aspects, and sets pre-verification thresholds such as the greening rate of the transportation structure. This ensures the scientific rigor and fairness of the evaluation results, effectively guiding hub managers to optimize traffic organization, improve facility energy efficiency, and enhance operation management, thereby promoting structural emission reduction from the source. Finally, by directly linking the tiered results with practical applications such as carbon quotas, green certification, and policy support, it provides government departments with reliable regulatory tools, clarifies specific improvement paths for operating units, and effectively stimulates the intrinsic motivation of all parties to practice green and low-carbon development. This has significant practical implications for promoting the green transformation of the transportation sector and achieving "dual-carbon" goals.

[0038] Specifically, the calculation scope of carbon emissions from the travel chain comprehensively covers three types of transportation chains: those serving departing passengers, those serving arriving passengers, and those serving employee commutes. It also includes carbon emissions from empty mileage generated by the operation and scheduling of various shuttle vehicles, as well as carbon emissions from idling while waiting in the parking lot.

[0039] In this embodiment, in the departure passenger travel chain, the system accurately calculates the direct emissions generated by nine modes of transportation chosen by passengers from their origin to the hub: walking, non-motorized vehicles, rail transit, regular buses, private buses, private cars dropping off passengers, taxis, ride-hailing services, and private cars. It also focuses on tracking the additional empty-run carbon emissions generated by private buses and private cars dropping off passengers returning empty to their origin after completing their drop-off service. In the arrival passenger travel chain, the system similarly calculates all nine modes of transportation used by passengers from the hub to their destination, and accurately measures the empty-run energy consumption and idling emissions generated by vehicles picking up passengers (including private buses, private cars, taxis, and ride-hailing vehicles) entering the waiting area in advance. In the employee commuting travel chain, the system comprehensively considers the impact of eight modes of transportation used by employees for commuting—walking, non-motorized vehicles, rail transit, regular buses, private buses, private cars, taxis, and ride-hailing services—and shift work on travel characteristics. The completeness of the assessment is ensured by including all direct emissions from all modes of transportation in the three travel chains mentioned above, as well as indirect emissions from operation and scheduling.

[0040] Specifically, in calculating carbon emissions from the travel chain, the key evaluation indicator, the greening rate of the transportation structure, is calculated. This is the percentage of passengers using pre-defined low-carbon transportation modes to enter and exit hubs within the statistical period. Low-carbon transportation modes include walking, non-motorized vehicles, and rail transit.

[0041] In this embodiment, during the calculation of carbon emissions from the travel chain, the key evaluation indicator, the greening rate of the transportation structure, is calculated simultaneously. This indicator is defined as the proportion of passenger trips to and from the hub using the three preset low-carbon transportation modes—walking, non-motorized vehicles, and rail transit—within a specific statistical period (such as one day, one month, or one year), out of the total number of passenger trips at the hub. Its core principle lies in directly reflecting the comprehensive effectiveness of the transportation hub in guiding green travel and optimizing the transportation structure by quantifying the proportion of low-carbon travel modes. Since walking, cycling, and rail transit have significantly lower carbon emission intensity per passenger kilometer than high-carbon modes such as conventional buses, private vehicles, and taxis, a higher greening rate indicates a more complete transportation service system and higher connection efficiency at the hub, and consequently, a lower overall carbon emission intensity for its travel chain. Therefore, not only is the greening rate of the transportation structure used as a key intermediate variable for evaluating the low-carbon performance of hubs, but it is also set as a mandatory prerequisite for upgrading to the highest low-carbon level (such as a Class A near-zero carbon hub). Only when the rate reaches the preset standard (such as not less than 60%) can the hub be qualified to participate in the Class A assessment. This incentivizes hub planners and managers to proactively guide passengers to shift to zero-carbon or low-carbon travel modes by optimizing the slow-moving system, increasing the frequency of rail transit services, and improving the integration of stations and cities.

[0042] Specifically, the comprehensive grading process includes:

[0043] S41, Benchmark setting: Based on regional carbon emission policy objectives and carbon emission data of similar hubs, a multi-level carbon emission intensity threshold is dynamically set according to the type, scale and regional characteristics of the hub through a mathematical model.

[0044] S42, Core Judgment: Compare the carbon emission intensity of the travel chain of this hub with multi-level thresholds to determine the preliminary level;

[0045] S43, Level Correction: The carbon emission intensity of the building facilities and the carbon emission intensity of operation and management of this hub are compared with the preset thresholds corresponding to the preliminary level. If either one fails to reach its corresponding threshold, the preliminary level will be downgraded by one level to become the final low-carbon level.

[0046] In this embodiment, firstly, in the S41 benchmark setting stage, based on the carbon peaking and carbon neutrality target of the region, historical carbon emission data of similar transportation hubs such as railway passenger stations and airport terminals are extensively collected. Using mathematical models such as data normalization and cluster analysis, and based on the specific type of the target hub (e.g., large railway hub or medium-sized urban public transport transfer center), its scale (e.g., annual passenger flow level), and the climate and energy structure characteristics of the region, multi-level carbon emission intensity thresholds are dynamically set, covering benchmark level C, low-carbon level B, and near-zero carbon level A. The units can be kilograms of carbon dioxide equivalent per person-time or kilograms of carbon dioxide equivalent per square meter. This threshold system has dynamic evolution characteristics and can be periodically tightened every three to five years according to policy requirements. Subsequently, in the S42 core judgment stage, the travel chain carbon emission intensity data obtained through actual monitoring and calculation of this hub is precisely compared with the above multi-level thresholds. A preliminary level is determined based on the threshold range it falls into; for example, when the carbon emission intensity per unit passenger is between 1015 kilograms of carbon dioxide equivalent, it is rated as level B. Finally, in the S43 level correction stage, the annual average carbon emissions per unit area of ​​the building facilities during the operation phase and the carbon emissions per unit of passenger baggage handling during operation and management of this hub are compared twice with the preset thresholds corresponding to the current preliminary level. If any one of the indicators fails to meet the minimum standard required for that level, for example, the building carbon emission intensity threshold requirement for a Class B hub is no higher than 80 kg CO2 equivalent per square meter, but the actual value is 85, then the mandatory correction mechanism is activated to downgrade the preliminary level by one level as the final low-carbon level. The aforementioned Class B hub is ultimately corrected to Class C. This dual verification mechanism ensures that the classification results highlight the core links of transportation and comprehensively cover the low-carbon performance of facilities and operations.

[0047] Specifically, the multi-level carbon emission intensity thresholds in step S41 are dynamically updated, and the update triggering conditions include the expiration of a predetermined time period or a phased adjustment of the regional carbon emission reduction target.

[0048] In this embodiment, the multi-level carbon emission intensity thresholds set in step S41 are not fixed, but rather employ a dynamic update mechanism to ensure that the grading standards always evolve in sync with technological advancements and policy guidance. The update triggering conditions include two main scenarios: first, the expiration of a predetermined time period, such as a systematic adjustment every five years, to adapt to the overall energy efficiency improvements brought about by building energy-saving technologies, the widespread adoption of vehicle electrification, and energy structure optimization; second, an immediate update is triggered when there is a significant phased adjustment to the regional carbon emission reduction target, such as when the province or city releases a new carbon peaking implementation plan or raises the carbon neutrality target requirements, requiring recalibration of the existing thresholds based on the latest total emission control targets using mathematical models. By establishing threshold adjustment rules that are linked to both time and policy dimensions, the distortion of evaluation results due to standard lag is avoided, and hub operators are continuously incentivized to implement long-term emission reduction measures. This ensures that the grading system remains scientific and advanced throughout its entire lifecycle, truly playing a leading role in the industry's green and low-carbon transformation.

[0049] Specifically, in step S42, if the preliminary level is the highest level of near-zero carbon, a pre-qualification verification must be performed: verify whether the greening rate of the transportation structure of this hub meets the preset minimum requirements; if it does not meet the requirements, its preliminary level will be downgraded directly.

[0050] In this embodiment, in the core judgment step S42, when the system calculates that the carbon emission intensity of a hub's travel chain has reached the threshold standard of the highest level, near-zero carbon (Level A), it will not immediately grant it a Level A rating. Instead, a mandatory pre-qualification verification procedure must be initiated: the greening rate of the hub's transportation structure during the statistical period will be verified to meet the preset minimum requirement (e.g., not less than 60%). Although some hubs may significantly reduce their carbon emission intensity per unit passenger flow by using electric vehicle fleets, purchasing green electricity, etc., their essence may still be highly dependent on high-carbon transportation connection modes. If a hub's greening rate does not meet the standard, it means that its passenger flow is still mainly supported by carbon-intensive transportation modes such as private cars and taxis, which is fundamentally contrary to the structural and systemic low-carbon characteristics that "near-zero carbon" should possess. Therefore, once the verification fails, the initial level of the hub will be directly downgraded (e.g., from Level A to Level B). Through the pre-threshold mechanism, the value of the highest level is ensured, and the possibility of "greenwashing" by relying solely on end-of-pipe treatment technologies is eliminated.

[0051] Specifically, the accounting for carbon emissions from building facilities adopts the life cycle assessment method, covering the stages of building material production, transportation, construction, operation and maintenance and demolition. The accounting for carbon emissions from operation and management covers the energy consumption of the internal energy system of the hub and the energy consumption of baggage or logistics system transfer.

[0052] In this embodiment, the carbon emissions of building facilities are calculated using the life cycle assessment method to comprehensively cover emissions from raw material mining and processing during the building material production stage, vehicle fuel consumption during the building material transportation stage, energy consumption of mechanical equipment and emissions from on-site activities during the construction stage, energy consumption of systems such as air conditioning, heating, lighting, and elevators during the decades-long operation and maintenance stage, and carbon emissions generated during the waste treatment and recycling process during the demolition stage. This objectively reflects the carbon footprint of the hub building throughout its entire life cycle. Meanwhile, the accounting for carbon emissions from operations management mainly covers the energy consumption of the hub's internal energy system, including electricity consumption for public area lighting, ventilation and air conditioning, vertical transportation equipment and information service facilities, as well as indirect carbon emissions generated by the operation of related electromechanical equipment when baggage or logistics systems transfer passenger baggage from the terminal to the railway station or vice versa in scenarios such as air-rail transfers. By simultaneously incorporating the carbon emissions from the entire life cycle of building facilities with the real-time energy consumption carbon emissions from operations management into the accounting system and conducting correlation analysis with carbon emissions from the travel chain, this method can systematically identify high-carbon links and provide accurate data support for hubs to prioritize the use of low-carbon building materials, optimize energy system configuration and improve operational energy efficiency during new construction or renovation, thereby achieving comprehensive carbon emission reduction from infrastructure to daily management.

[0053] Specifically, the calculation results of carbon emissions from building facilities and carbon emissions from operation and management serve as a mandatory correction basis in the comprehensive classification process, and are used to make the final determination of the preliminary level based on carbon emissions from the travel chain.

[0054] In this embodiment, when a hub achieves near-zero carbon emissions for its travel chain due to its efficient traffic organization, the system will forcibly verify the low-carbon performance of its infrastructure and operation management. If the hub has problems such as excessive carbon footprint of building materials, low energy efficiency of air conditioning systems, or excessive energy consumption of baggage handling systems, that is, if any indicator of building or operation carbon emissions does not reach the threshold corresponding to level A, its initial level will be forcibly downgraded to level B. This prevents the phenomenon of "one-sided low carbon" and prevents some hubs that only optimize traffic connections while ignoring their own facilities and operation energy efficiency from obtaining excessively high ratings. It ensures the systematicness and fairness of the classification results, thereby guiding hub managers to take into account traffic organization optimization, green building construction, and intelligent operation management to achieve a truly comprehensive carbon neutral transformation.

[0055] The above are merely preferred embodiments of the present invention and are not intended to limit the implementation methods and protection scope of the present invention. Those skilled in the art should recognize that any equivalent substitutions and obvious changes made based on the description and illustrations of the present invention should be included within the protection scope of the present invention.

Claims

1. A green and low-carbon evaluation method for urban integrated transportation hubs, characterized in that, Includes the following steps: S1. Boundary Definition: Based on geographic information system data and hub design drawings, the spatial boundary for carbon emission accounting is digitally delineated. The spatial boundary includes the hub physical area and the surrounding traffic flow area. The time boundary is defined based on the hub's entire life cycle, which includes the planning, construction, operation and decommissioning stages. S2. System Construction and Data Collection: Construct a comprehensive evaluation system with carbon emissions from the travel chain as the core evaluation module and carbon emissions from building facilities and carbon emissions from operation and management as auxiliary correction modules. Collect source data from each module through IoT sensors, traffic monitoring systems and energy management systems. S3. Carbon Emission Quantification: Calculate the carbon emissions of the travel chain, building facilities, and operation and management based on the collected source data. S4. Comprehensive classification: The calculation results of carbon emissions in the travel chain are used as the core judgment basis to initially determine the low carbon level of the hub. Then, the preliminary level is forcibly revised based on the calculation results of carbon emissions from building facilities and carbon emissions from operation and management to obtain the final low carbon level. S5. Results Output and Application: Output the final low-carbon rating and use the rating results for at least one of the following: carbon quota accounting, green certification assessment, or policy support qualification.

2. The green and low-carbon evaluation method for urban integrated transportation hubs according to claim 1, characterized in that, The calculation scope of carbon emissions from the travel chain comprehensively covers three types of transportation chains: those serving departing passengers, those serving arriving passengers, and those serving employee commutes. It also includes carbon emissions from empty mileage generated by the operation and scheduling of various shuttle vehicles, as well as carbon emissions from idling while waiting in the parking lot.

3. The green and low-carbon evaluation method for urban integrated transportation hubs according to claim 2, characterized in that, In the calculation of carbon emissions from the travel chain, the key evaluation indicator, the greening rate of the transportation structure, is calculated. Within the statistical period, this is the percentage of passengers using preset low-carbon transportation modes to enter and exit the hub, which are included in the total number of passengers. Low-carbon transportation modes include walking, non-motorized vehicles, and rail transit.

4. The green and low-carbon evaluation method for urban integrated transportation hubs according to claim 1, characterized in that, The comprehensive grading process specifically includes: S41. Benchmark setting: Based on regional carbon emission policy objectives and carbon emission data of similar hubs, a multi-level carbon emission intensity threshold is dynamically set according to the type, scale and regional characteristics of the hub through a mathematical model; S42. Core Judgment: Compare the carbon emission intensity of the travel chain of this hub with multi-level thresholds to determine the preliminary level; S43. Level Correction: The carbon emission intensity of the building facilities and the carbon emission intensity of operation and management of this hub are compared with the preset thresholds corresponding to the preliminary level. If either one fails to reach its corresponding threshold, the preliminary level is downgraded by one level to become the final low-carbon level.

5. The green and low-carbon evaluation method for urban integrated transportation hubs according to claim 4, characterized in that, The multi-level carbon emission intensity thresholds in step S41 are dynamically updated, and the update triggering conditions include the expiration of a predetermined time period or a phased adjustment of the regional carbon emission reduction target.

6. The green and low-carbon evaluation method for urban integrated transportation hubs according to claim 4, characterized in that, In step S42, if the preliminary level is the highest level of near-zero carbon, a pre-qualification verification must be performed: verify whether the greening rate of the transportation structure of this hub meets the preset minimum requirements; if it does not meet the requirements, its preliminary level will be downgraded directly.

7. The green and low-carbon evaluation method for urban integrated transportation hubs according to claim 2, characterized in that, The accounting for carbon emissions from building facilities adopts the life cycle assessment method, covering the stages of building material production, transportation, construction, operation and maintenance and demolition. The accounting for carbon emissions from operation and management covers the energy consumption of the internal energy system of the hub and the energy consumption of baggage or logistics system transfer.

8. The green and low-carbon evaluation method for urban integrated transportation hubs according to claim 1, characterized in that, The accounting results of carbon emissions from building facilities and carbon emissions from operation and management are used as a mandatory correction basis in the comprehensive classification process to make a final determination of the preliminary level based on carbon emissions from the travel chain.

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