scholarly journals Estimation of Greenhouse Gases Emission from Road Transportation in Yogyakarta City

2019 ◽  
Vol 280 ◽  
pp. 02003
Author(s):  
Qorry Nugrahayu ◽  
Raditya Firmansyah

The use of vehicles in Yogyakarta City is quite a lot. Fuelcombustion in the vehicle produces some greenhouse gases emissions suchas Carbon Dioxide, Methane, and Nitrogen Dioxide. This causes thetransportation sector to become one of the largest greenhouse gasesemission contributors. This research is aimed to calculate the greenhousegases emission (Carbon Dioxide, Nitrogen Dioxide, and Methane) from theroad transportation sector in Yogyakarta City using IPCC(Intergovernmental Panel on Climate Change) Tier 1 and activity data in2015. The result of this research showed that the greenhouse gasesemissions produced in Yogyakarta City for the gasoline fuel and the dieselfuel in 2015 are 236.061 Gg CO2eq /year and 31.807 Gg CO2eq /year. These cause the total greenhouse gases emission from the roadtransportation sector in Yogyakarta City to become 267.868 Gg CO2 eq/year.

2016 ◽  
Vol 69 (1) ◽  
pp. 7783-7792 ◽  
Author(s):  
Deicy Catalina Guerra Garcia ◽  
Jairo Alexander Osorio Saraz ◽  
Rolando Barahona Rosales

The aim of this study was to estimate emissions of greenhouse gases (GHG) generated by the agricultural activities carried out in the Metropolitan Area of the Aburrá Valley (AMVA), located in Medellin - Colombia. A TIER 1 approach of the methodology of the Intergovernmental Panel on Climate Change, IPCC was followed. Emissions of GHG from cropland, aggregate sources and non-CO2 emissions from land were estimated and analysis of the uncertainty of activity data and emission factors were made. The estimated total emission was 63.1 and 66 Gg CO2 eq for 2009 and 2011, respectively. The greatest contribution to greenhouse gases in agricultural production was the application of nitrogen to soils in the form of synthetic and organic fertilizers, which was associated with direct and indirect N2O emissions. The main sources of uncertainty were those derived from the activity data.


Author(s):  
Kamel Bencheikh ◽  
Noureddine Settou

The expanding and highly greedy Algerian transport sector is totally depending on petro-products, due to the rising numbers of automobile fleets and the excessive dependence on road transportation. Irrecoverable Greenhouse gases GHGs emitted by this sector are constantly increasing. As a result, consumption of diesel and gasoline reached record levels. Consequently, there is a strong need of cleaner, eco-friendly and economically viable alternative fuels. Biofuels, electric, compressed natural gas CNG, liquefied petroleum gas LGP vehicles, are expected to play a crucial role in meeting energy and environmental policies targets. In this paper, the Algerian transport sector perspectives and Greenhouse gases mitigations, in different shaped scenarios based on semi-empirical models, are analyzed and discussed. For adequate policy shaped in a scenario, in 2050, annual Algerian consumption could decrease up to 35%, 43% of CO2 emissions and 73% of NOx emissions could be mitigated compared to no-intervention scenario. These promising findings indicate the huge potential of resource diversification on the transportation sector. Therefore, implementing such policies is fundamental for a durable Algerian’s transportation sector transition policy.


1999 ◽  
Vol 26 (3) ◽  
pp. 166-168 ◽  
Author(s):  
TIM NEWCOMB

Many nations have recognized the need to reduce the emissions of greenhouse gases (GHGs). The scientific assessments of climate change of the Intergovernmental Panel on Climate Change (IPCC) support the need to reduce GHG emissions. The 1997 Kyoto Protocol to the 1992 Convention on Climate Change (UNTS 30822) has now been signed by more than 65 countries, although that Protocol has not yet entered into force. Some 14 of the industrialized countries listed in the Protocol face reductions in carbon dioxide emissions of more than 10% compared to projected 1997 carbon dioxide emissions (Najam & Page 1998).


2019 ◽  
Vol 14 (3) ◽  
pp. 411-420
Author(s):  
Abdu Fadli Assomadi ◽  
Rachmat Boedisantoso ◽  
Agus Slamet ◽  
Arie Dipareza Syafei ◽  
Joni Hermana

One source of potential carbon dioxides in most developing countries is the transportation sector. The calculation of carbon dioxides is therefore, important as a part of policy making on carbon management in the region. The Intergovernmental Panel on Climate Change (IPCC) calculation method which were often used require large and complete data. This is a problematic for developing countries due to the availability of data are not in accordance or sufficient with the IPCC method. This study examined the alternative calculation methods that are tailored to the available data in most developing countries. Two alternative methods are proposed for calculating carbon dioxide emissions; the first method is based on data of the number and types of vehicles, and the second method is based on the data and the length of the road class. The results show that both alternative methods are reliable to estimate specific emission factor (SEF) and emission estimates that are close to the IPCC calculation methods. The alternative of second method provides results that are closer to the IPCC calculation method with the correlation value of 0.997 and the standard error of 2.8 ton CO2/years, as compared to the results of alternative first method (correlation value of 0.990 and the standard error of 4.7 ton CO2/years).


2008 ◽  
Vol 53 (No. 4) ◽  
pp. 126-133 ◽  
Author(s):  
A. Jelínek ◽  
M. Dědina ◽  
R. Kraus

The reduction of ammonia and greenhouse gases emissions resulting from the livestock breeding is conditioned by the performance of many experiments for the reducing technologies verification. The utilisation of biotechnological agents in the livestock breeding enables to reduce not only ammonia but in many cases also the principal greenhouse gases. In the paper is presented the system and methodology of the measurements, the choice of more than eighty authorised measurements, and the determination of the emission factors for methane, carbon dioxide, hydrogen sulphide, and nitrogen oxide from pig and poultry breeding.


2018 ◽  
Vol 6 (2) ◽  
Author(s):  
Endang Suarna

The goal of Government Policy on converting the utilization of kerosene to LPG is to reduce kerosene consumption and fuel oil subsidy. As kerosene has higher pollutants and greenhouse gases emissions rather than LPG, the program also has impact on reducing those emissions that would lead to improving indoor air quality. Higher energy efficiency of LPG stove and more reserve production ratio (R/P) of gas can be attributed to the advantages of utilization of LPG. Indirectly, the conversion kerosene to LPG has another impact on reducing illegal blending between gasoline or diesel with kerosene for transportation sector. The program not only has economical advantages, but also has environmental advantages.Key words: LPG, kerosene, fuel oil subsidy, energy efficiency, indoor air quality


2021 ◽  
Vol 21 (7) ◽  
pp. 5655-5683
Author(s):  
Efisio Solazzo ◽  
Monica Crippa ◽  
Diego Guizzardi ◽  
Marilena Muntean ◽  
Margarita Choulga ◽  
...  

Abstract. The Emissions Database for Global Atmospheric Research (EDGAR) estimates the human-induced emission rates on Earth. EDGAR collaborates with atmospheric modelling activities and aids policy in the design of mitigation strategies and in evaluating their effectiveness. In these applications, the uncertainty estimate is an essential component, as it quantifies the accuracy and qualifies the level of confidence in the emission. This study complements the EDGAR emissions inventory by providing an estimation of the structural uncertainty stemming from its base components (activity data, AD, statistics and emission factors, EFs) by (i) associating uncertainty to each AD and EF characterizing the emissions of the three main greenhouse gases (GHGs), namely carbon dioxide (CO2), methane (CH4), and nitrous oxide (N2O); (ii) combining them; and (iii) making assumptions regarding the cross-country uncertainty aggregation of source categories. It was deemed a natural choice to obtain the uncertainties in EFs and AD statistics from the Intergovernmental Panel on Climate Change (IPCC) guidelines issued in 2006 (with a few exceptions), as the EF and AD sources and methodological aspects used by EDGAR have been built over the years based on the IPCC recommendations, which assured consistency in time and comparability across countries. On the one hand, the homogeneity of the method is one of the key strengths of EDGAR, on the other hand, it facilitates the propagation of uncertainties when similar emission sources are aggregated. For this reason, this study aims primarily at addressing the aggregation of uncertainties' sectorial emissions across GHGs and countries. Globally, we find that the anthropogenic emissions covered by EDGAR for the combined three main GHGs for the year 2015 are accurate within an interval of −15 % to +20 % (defining the 95 % confidence of a log-normal distribution). The most uncertain emissions are those related to N2O from waste and agriculture, while CO2 emissions, although responsible for 74 % of the total GHG emissions, account for approximately 11 % of global uncertainty share. The sensitivity to methodological choices is also discussed.


2020 ◽  
Author(s):  
Aylin Boztepe ◽  
Tanıl Tarhan ◽  
Zeynep Gülsoy Şerif ◽  
Adnan Şimşek

<p>Climate change is one of the most urgent issues facing humanity today. Humans have been rapidly changing the balance of gases in the atmosphere which causes global warming. Burning fossil fuels like coal and oil, farming and forestry, agriculture and cement manufacture cause to release water vapor, carbon dioxide (CO<sub>2</sub>), methane (CH<sub>4</sub>), ozone and nitrous oxide (N<sub>2</sub>O) known as the primary greenhouse gases. According to Intergovernmental Panel on Climate Change (IPCC), carbon dioxide is the most common greenhouse gas absorbing infrared energy emitted from the earth, preventing it from returning to space. It is necessary to separate man-made (anthropogenic) emissions from natural contributions in the atmosphere to obtain accurate emission data [1-4]. Since it could not be achieved with the existing metrological infrastructure, it is required to develop the measurements and references of stable isotopes of CO<sub>2</sub>. In this study, static and dynamic reference materials for pure CO<sub>2</sub> at 400 µmol/mol in air matrix were prepared and it was provided to simulate CO<sub>2</sub> gas in the atmosphere.</p><p>The static gas mixtures were prepared gravimetrically in accordance with the ISO 6142-1 standard. In order to obtain CO<sub>2</sub> gas at desired isotopic compositions, commercial CO<sub>2</sub> gases were also supplied from abroad. Their isotopic compositions were measured by using GC-IRMS. Before filling, aluminum cylinders were evacuated until the pressure of 10<sup>-7</sup> mbar using turbo-molecular vacuum pump. Isotopic compositions of reference materials were determined in a way that covering the range -42 ‰ to +1 ‰ vs VPDB for d<sup>13</sup>C-CO2 and -35 ‰ to -8 ‰ vs VPDB for d<sup>18</sup>O. In order to develop static and dynamic reference materials of CO<sub>2</sub> at 400 µmol/mol in air with the uncertainty targets of d<sup>13</sup>C-CO<sub>2</sub> 0.1 ‰ and d<sup>18</sup>O-CO<sub>2</sub> 0.5 ‰, previously prepared pure CO<sub>2</sub> reference gases were used. Dynamic dilution system with the high accuracy was constructed to generate dynamic reference gas mixture of CO<sub>2</sub> at 400 µmol/mol. System contains 3 electronic pressure controllers, 3 thermal mass flow controllers with various capacities and 3 molbloc-L flow elements commanded with 2 Molboxes. The isotopic compositions of dynamic reference gas mixtures of CO<sub>2</sub> at 400 µmol/mol were aimed to be same with the previously prepared pure CO<sub>2</sub> reference gases. The whole dilution system were calibrated at INRIM to achieve lower uncertainties around 0.07-0.09%. At the measurement stage, CRDS and GC-IRMS equipments are operated simultaneously to determine the concentrations and isotopic compositions of the gas mixtures. The amount of substance fractions of the dynamic reference mixtures are calculated according to ISO 6145-7 standard. It will be checked that whether the isotopic compositions of the gravimetrically prepared pure CO<sub>2</sub> reference gases and the dynamic reference gas mixtures of CO<sub>2</sub> at 400 µmol/mol were same or not.</p><p><strong>REFERENCES</strong></p><p>[1] Calabro P. S., “Greenhouse gases emission from municipal waste management: The role of separate collection”, Waste Management, Volume 29:7, 2178-2187, 2009.</p><p>[2] Sources of Greenhouse Gas Emissions, United States Environmental Protection Agency, https://www.epa.gov/ghgemissions/sources-greenhouse-gas-emissions, 2019.</p><p>[3] Schwartz, S.E., “The Greenhouse Effect and Climate Change”, 2017.</p><p>[4] Climate Change, The Intergovernmental Panel on Climate Change, https://www.ipcc.ch/report/ar4/wg1, 2019.</p>


2018 ◽  
Vol 10 (11) ◽  
pp. 3995 ◽  
Author(s):  
André Lopes Toledo ◽  
Emílio Lèbre La Rovere

This study aims to deepen the understanding of the role of the urban mobility sector in the current and future greenhouse gas (GHG) emissions of a middle-sized city of Brazil, which is also a developing economy. With the cross-reference between road and rail mobility data, governmental mobility planning, the Global Protocol for Community-Scale Greenhouse Gas Emission Inventories (GPC) of the Intergovernmental Panel on Climate Change (IPCC) emission quantification methodology, and the creation of scenarios for up to 10 subsequent years, it is possible to verify that individual motorized transport accounts for 60% of the total emissions from the urban transportation sector, with the largest amount of carbon dioxide equivalent (CO2eq) emissions per passenger among all of the forms of mobility. However, in the case of this study, government mobility planning, by not encouraging more energy-efficient transport and non-motorized modes, ends up aggravating GHG emissions in the scenarios considered for 2020 and 2025. In turn, the mitigation scenarios proposed herein integrate public transport and non-motorized transport solutions that would reduce the total of equivalent carbon dioxide (tCO2eq) by at least 45,000 tCO2eq per year by 2025. This cross-referencing of the environmental impact of government mobility policies can be replicated in other cities in developing countries that do not yet present municipal inventories or emission monitoring.


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