Potential emissions reduction in road transport sector using biofuel in developing countries

2010 ◽  
Vol 44 (32) ◽  
pp. 3869-3877 ◽  
Author(s):  
A.M. Liaquat ◽  
M.A. Kalam ◽  
H.H. Masjuki ◽  
M.H. Jayed
Keyword(s):  
Developing Countries ◽  
Road Transport ◽  
Transport Sector ◽  
Emissions Reduction

scholarly journals Understanding the costs, benefits, mitigation potentials and ethical aspects of New Zealand’s transport emissions reduction policies

2021 ◽  
Author(s):  
◽  
Md Hasan
Keyword(s):  
New Zealand ◽  
Electric Vehicles ◽  
Low Income ◽  
Road Transport ◽  
Carbon Price ◽  
Green Energy ◽  
Transport Sector ◽  
Emissions Reduction ◽  
The Government ◽  
Transport Emissions

<p>Greenhouse gas emissions from New Zealand’s road transport sector have been increasing rapidly since 1990. Between 1990 and 2017, New Zealand’s gross greenhouse gas emissions increased by 23.1% while emissions from the road transport sector increased by 82%; rising to 15.9 MtCO2e in 2017 from about 8.8 MtCO2e in 1990. To reduce transport emissions, the government has undertaken various initiatives including electric vehicle support, introduction of an emissions trading scheme (ETS), promotion of biofuel and other alternative fuels, and announcement of a feebate scheme. However, even though some of these policies require time to take effect, it is evident from the increase in emissions that there has so far been little progress in terms of transport emissions reduction. This raises questions over the acceptability and effectiveness of the policies taken by the government.  Given the pressing need to reduce transport emissions globally and in New Zealand in particular, the present study initially investigates the major drivers of transport emissions from among a set of likely drivers, using a causality test. Because electric vehicles are widely seen as an obvious ‘solution’ within the sector, this study next examines the costs and mitigation potential of electric vehicles in the New Zealand context in order to understand the uncertainties, risks, barriers, costs, and policy gaps associated with their widespread adoption. Next, this study examines the scope for an increased carbon price signal to curb emissions growth. Finally, this study takes the view that technological and price instruments have to be seen within a wider range of possible transport policy measures, some of which may be complementary. The study therefore elicited the perspectives of a number of transport experts, and NGO and green energy activists. It ranked six mitigation policy pathways and 26 policy options on the basis of experts’, and NGO and green energy activists’ preferences.   Findings of this study include that poor vehicle fuel economy is the major driver of transport emissions in New Zealand. Policies such as a high minimum vehicle fuel economy standard and/or feebate scheme could effectively help New Zealand reduce its transport emissions significantly. Electric vehicles (EVs) are also found to be potentially very effective in reducing emissions as around 80-85% of New Zealand’s electricity comes from renewable generation. Moreover, in terms of the ownership costs of using EVs, used EVs are now the most cost competitive among various vehicle types such as new EVs, used internal combustion engine vehicles (ICEVs) and new ICEVs. An increase in the carbon price to around NZD 235 per tonne of carbon dioxide (tCO2) is also likely to help the transport sector reduce its emissions by 11% from the 1990 level and achieve the Paris target. However, according to experts’, and NGO and green energy activists’ preferences, EV support and an increased carbon price are not the most preferred emissions reduction options. Some experts, and NGO and green energy activists viewed EV subsidization, EV free parking and EV access to high occupancy lanes as unethical because EVs are mostly used by high-income people whereas low-income people often use bus or low-cost used cars. Likewise, some experts, and NGO and green energy activists did not prefer an increased carbon price because the impact of such a policy would be uneven, and low-income people would be hurt severely compared to high-income people. Results demonstrate that active and public transport support and travel demand management are the most preferred options. Since New Zealand roads are not wide enough to support a high level of individual car use both in the short and the long run, most experts, and NGO and green energy activists preferred active and public transport under current and future circumstances. Policies related to bio-fuel support were least preferred because most experts, and NGO and green energy activists think an increased production and use of biofuels is likely to replace existing forestry and farm activity and decrease food production and forestry. It is hoped that the findings of this study will help to better illuminate the difficult policy options facing policy makers and work to assist them in identifying the most acceptable policies and projects for investment.</p>

scholarly journals Understanding the costs, benefits, mitigation potentials and ethical aspects of New Zealand’s transport emissions reduction policies

2021 ◽  
Author(s):  
◽  
Md Hasan
Keyword(s):  
New Zealand ◽  
Electric Vehicles ◽  
Low Income ◽  
Road Transport ◽  
Carbon Price ◽  
Green Energy ◽  
Transport Sector ◽  
Emissions Reduction ◽  
The Government ◽  
Transport Emissions

<p>Greenhouse gas emissions from New Zealand’s road transport sector have been increasing rapidly since 1990. Between 1990 and 2017, New Zealand’s gross greenhouse gas emissions increased by 23.1% while emissions from the road transport sector increased by 82%; rising to 15.9 MtCO2e in 2017 from about 8.8 MtCO2e in 1990. To reduce transport emissions, the government has undertaken various initiatives including electric vehicle support, introduction of an emissions trading scheme (ETS), promotion of biofuel and other alternative fuels, and announcement of a feebate scheme. However, even though some of these policies require time to take effect, it is evident from the increase in emissions that there has so far been little progress in terms of transport emissions reduction. This raises questions over the acceptability and effectiveness of the policies taken by the government.  Given the pressing need to reduce transport emissions globally and in New Zealand in particular, the present study initially investigates the major drivers of transport emissions from among a set of likely drivers, using a causality test. Because electric vehicles are widely seen as an obvious ‘solution’ within the sector, this study next examines the costs and mitigation potential of electric vehicles in the New Zealand context in order to understand the uncertainties, risks, barriers, costs, and policy gaps associated with their widespread adoption. Next, this study examines the scope for an increased carbon price signal to curb emissions growth. Finally, this study takes the view that technological and price instruments have to be seen within a wider range of possible transport policy measures, some of which may be complementary. The study therefore elicited the perspectives of a number of transport experts, and NGO and green energy activists. It ranked six mitigation policy pathways and 26 policy options on the basis of experts’, and NGO and green energy activists’ preferences.   Findings of this study include that poor vehicle fuel economy is the major driver of transport emissions in New Zealand. Policies such as a high minimum vehicle fuel economy standard and/or feebate scheme could effectively help New Zealand reduce its transport emissions significantly. Electric vehicles (EVs) are also found to be potentially very effective in reducing emissions as around 80-85% of New Zealand’s electricity comes from renewable generation. Moreover, in terms of the ownership costs of using EVs, used EVs are now the most cost competitive among various vehicle types such as new EVs, used internal combustion engine vehicles (ICEVs) and new ICEVs. An increase in the carbon price to around NZD 235 per tonne of carbon dioxide (tCO2) is also likely to help the transport sector reduce its emissions by 11% from the 1990 level and achieve the Paris target. However, according to experts’, and NGO and green energy activists’ preferences, EV support and an increased carbon price are not the most preferred emissions reduction options. Some experts, and NGO and green energy activists viewed EV subsidization, EV free parking and EV access to high occupancy lanes as unethical because EVs are mostly used by high-income people whereas low-income people often use bus or low-cost used cars. Likewise, some experts, and NGO and green energy activists did not prefer an increased carbon price because the impact of such a policy would be uneven, and low-income people would be hurt severely compared to high-income people. Results demonstrate that active and public transport support and travel demand management are the most preferred options. Since New Zealand roads are not wide enough to support a high level of individual car use both in the short and the long run, most experts, and NGO and green energy activists preferred active and public transport under current and future circumstances. Policies related to bio-fuel support were least preferred because most experts, and NGO and green energy activists think an increased production and use of biofuels is likely to replace existing forestry and farm activity and decrease food production and forestry. It is hoped that the findings of this study will help to better illuminate the difficult policy options facing policy makers and work to assist them in identifying the most acceptable policies and projects for investment.</p>

Autonomous vehicles and freight traffic: towards better efficiency of road, rail or urban logistics?

2018 ◽  
Vol 58 (1) ◽  
pp. 41-52 ◽  
Author(s):  
Péter Bucsky
Keyword(s):  
Autonomous Vehicles ◽  
Road Transport ◽  
Transport Sector ◽  
Future Directions ◽  
Car Industry ◽  
Level Of Automation ◽  
Current State ◽  
Freight Traffic ◽  
Levels Of Automation ◽  
Private Car

Abstract The freight transport sector is a low profit and high competition business and therefore has less ability to invest in research and development in the field of autonomous vehicles (AV) than the private car industry. There are already different levels of automation technologies in the transport industry, but most of these are serving niche demands and answers have yet to be found about whether it would be worthwhile to industrialise these technologies. New innovations from different fields are constantly changing the freight traffic industry but these are less disruptive than on other markets. The aim of this article is to show the current state of development of freight traffic with regards to AVs and analyse which future directions of development might be viable. The level of automation is very different in the case of different transport modes and most probably the technology will favour road transport over other, less environmentally harmful traffic modes.

scholarly journals Assessment of Spatiotemporal Peak Shift of Intra-Urban Transportation Taking a Case in Bangkok, Thailand

2021 ◽  
Vol 13 (12) ◽  
pp. 6777
Author(s):  
Masanobu Kii ◽  
Yuki Goda ◽  
Varameth Vichiensan ◽  
Hiroyuki Miyazaki ◽  
Rolf Moeckel
Keyword(s):  
Developing Countries ◽  
Travel Time ◽  
Demand Management ◽  
Likelihood Estimation ◽  
Road Transport ◽  
Peak Shift ◽  
Time Shift ◽  
Peak Time ◽  
Management Scenarios ◽  
The Impact

Reducing congestion has been one of the critical targets of transportation policies, particularly in cities in developing countries suffering severe and chronic traffic congestions. Several traditional measures have been in place but seem not very successful. This paper applies the agent-based transportation model MATSim for a transportation analysis in Bangkok to assess the impact of spatiotemporal transportation demand management measures. We collect required data for the simulation from various data sources and apply maximum likelihood estimation with the limited data available. We investigate two demand management scenarios, peak time shift, and decentralization. As a result, we found that these spatiotemporal peak shift measures are effective for road transport to alleviate congestion and reduce travel time. However, the effect of those measures on public transport is not uniform but depends on the users’ circumstances. On average, the simulated results indicate that those measures increase the average travel time and distance. These results suggest that demand management policies require considerations of more detailed conditions to improve usability. The study also confirms that microsimulation can be a tool for transport demand management assessment in developing countries.

scholarly journals Future Power Train Solutions for Long-Haul Trucks

2021 ◽  
Vol 13 (4) ◽  
pp. 2225
Author(s):  
Ralf Peters ◽  
Janos Lucian Breuer ◽  
Maximilian Decker ◽  
Thomas Grube ◽  
Martin Robinius ◽  
...  
Keyword(s):  
Fuel Cells ◽  
Co2 Emissions ◽  
Value Chain ◽  
Large Scale ◽  
New Technology ◽  
Co2 Reduction ◽  
Road Transport ◽  
Transport Sector ◽  
Long Distance ◽  
Production Of Hydrogen

Achieving the CO2 reduction targets for 2050 requires extensive measures being undertaken in all sectors. In contrast to energy generation, the transport sector has not yet been able to achieve a substantive reduction in CO2 emissions. Measures for the ever more pressing reduction in CO2 emissions from transportation include the increased use of electric vehicles powered by batteries or fuel cells. The use of fuel cells requires the production of hydrogen and the establishment of a corresponding hydrogen production system and associated infrastructure. Synthetic fuels made using carbon dioxide and sustainably-produced hydrogen can be used in the existing infrastructure and will reach the extant vehicle fleet in the medium term. All three options require a major expansion of the generation capacities for renewable electricity. Moreover, various options for road freight transport with light duty vehicles (LDVs) and heavy duty vehicles (HDVs) are analyzed and compared. In addition to efficiency throughout the entire value chain, well-to-wheel efficiency and also other aspects play an important role in this comparison. These include: (a) the possibility of large-scale energy storage in the sense of so-called ‘sector coupling’, which is offered only by hydrogen and synthetic energy sources; (b) the use of the existing fueling station infrastructure and the applicability of the new technology on the existing fleet; (c) fulfilling the power and range requirements of the long-distance road transport.

scholarly journals A Comparative Study of Biofuels and Fischer–Tropsch Diesel Blends on the Engine Combustion Performance for Reducing Exhaust Gaseous and Particulate Emissions

Energies ◽  
2021 ◽  
Vol 14 (6) ◽  
pp. 1538
Author(s):  
Felipe Andrade Torres ◽  
Omid Doustdar ◽  
Jose Martin Herreros ◽  
Runzhao Li ◽  
Robert Poku ◽  
...  
Keyword(s):  
Diesel Fuel ◽  
Alternative Fuels ◽  
Internal Combustion Engines ◽  
Road Transport ◽  
Oxidation Catalyst ◽  
Transport Sector ◽  
Particulate Emissions ◽  
Gaseous Emissions ◽  
Fischer Tropsch ◽  
Engine Combustion

The worldwide consumption of fossil hydrocarbons in the road transport sector in 2020 corresponded to roughly half of the overall consumption. However, biofuels have been discreetly contributing to mitigate gaseous emissions and participating in sustainable development, and thus leading to the extending of the commercial utilization of internal combustion engines. In this scenario, the present work aims at exploring the effects of alternative fuels containing a blend of 15% ethanol and 35% biodiesel with a 50% fossil diesel (E15D50B35) or 50% Fischer–Tropsch (F-T) diesel (E15FTD50B35) on the engine combustion, exhaust emissions (CO, HC, and NOx), particulate emissions characteristics as well as the performance of an aftertreatment system of a common rail diesel engine. It was found that one of the blends (E15FTD50B35) showed more than 30% reduction in PM concentration number, more than 25% reduction in mean particle size, and more than 85% reduction in total PM mass with respect to conventional diesel fuel. Additionally, it was found that the E15FTD50B35 blend reduces gaseous emissions of total hydrocarbons (THC) by more than 25% and NO by 3.8%. The oxidation catalyst was effective in carbonaceous emissions reduction, despite the catalyst light-off being slightly delayed in comparison to diesel fuel blends.

scholarly journals The Impact of Financial and Non-Financial Work Incentives on the Safety Behavior of Heavy Truck Drivers

2021 ◽  
Vol 18 (5) ◽  
pp. 2759
Author(s):  
Sebastjan Škerlič ◽  
Vanja Erčulj
Keyword(s):  
Financial Incentives ◽  
Structural Equation ◽  
Traffic Accidents ◽  
Positive Impact ◽  
Road Transport ◽  
Truck Drivers ◽  
Driving Ability ◽  
Transport Sector ◽  
Safety Behavior ◽  
The Impact

The goal of the research is to determine how compensation affects the safety behavior of truck drivers and consequently the frequency of traffic accidents. For this purpose, a survey was conducted on a sample of 220 truck drivers in international road transport in the EU, where the results of the Structural Equation Model (SEM) show that in the current state of the transport sector, financial and non-financial incentives have a positive impact on the work and safety behavior of drivers. Financial incentives also have an impact on drivers’ increased perception of their driving ability, while moving violations continue to have a major impact on the number of accidents. The proposed improvements enable decision-makers at the highest level to adopt legal solutions to help manage the issues that have been affecting the industry from a work, social and safety point of view for the past several years. The results of the research therefore represent an important guideline for improvements to the legislature as well as in the systematization of truck driver compensation within companies.

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