Analysis of Greenhouse Gas Emissions from Mobile Sources in Jombang Urban Area during the Covid-19 Pandemic

Pada Desember 2019, wabah penyakit pneumonia yang disebabkan oleh coronaviruse ditemukan Wuhan, China. Penyakit ini telah menyebar ke seluruh dunia hingga saat ini. Pemerintah Indonesia mengeluarkan kebijakan agar masyarakat tidak berkegiatan di tempat umum. Beberapa kawasan perkotaan mengalami penurunan jumlah kendaraan secara signifikan. Penelitian ini menganalisis emisi gas rumah kaca (GRK) dari sumber bergerak di Kabupaten Jombang ketika penerapan kebijakan PSBB di masa pandemi COVID-19. Metode analisis emisi gas rumah kaca menggunakan metode Tier 2 (Vehicle Kilometer Traveled) yang menggunakan pendekatan berdasarkan panjang perjalanan. Data primer diambil dengan traffic counting pada wilayah adminsitrasi kawasan perkotaan Jombang. Hasil penelitian menujukkan terdapat pengurangan kendaraan terutama angkutan umum seperti bus baik bus antar kota maupun antar provinsi. Berdasarkan wilayah administratif, Kecamatan Jombang memiliki emisi gas rumah kaca CO2eq tertinggi sebesar 119372,29 ton/tahun, diikuti oleh Kecamatan Perak sebesar 46.679,04 ton/tahun dan Kecamatan Diwek 52799,15 ton/tahun. Ruas jalan nasional di kawasan perkotaan jombang menjadi penyumbang emisi gas rumah kaca CO2eq tertinggi yaitu 113877,99 ton/tahun. ABSTRACTIn December 2019, an outbreak of pneumonia caused by the coronavirus was found in Wuhan, China. This disease has spread throughout the world until this time. The Indonesian government issued a policy so that people do not carry out activities in public places. Several urban areas have experienced a significant decrease in the number of vehicles. This study analyzes greenhouse gas emissions (GHGs) from mobile sources in Jombang urban area during the implementation of the PSBB policy in COVID-19 pandemic. Analyzing greenhouse gas emissions method uses the Tier 2 (Vehicle Kilometer Traveled) method that uses an approach based on the length of the trip. Primary data was taken by traffic counting on the administration area of Jombang urban area. The results depicted that there was a reduction in vehicles, especially public transportation such as buses, both inter-city, and inter-provincial buses. Jombang District has the highest CO2eq greenhouse gas emissions of 119372.29 tons/year, followed by Perak District at 46679.04 tons/year and Diwek District 52799.15 tons/year. National roads in the Jombang urban area are the highest contributor to CO2eq greenhouse gas emissions, namely 113877.99 tons/year.

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Urban greenhouse gas emissions from the Berlin area: A case study using airborne CO2 and CH4 in situ observations in summer 2018

10.5194/egusphere-egu2020-3363 ◽

2020 ◽

Author(s):

Theresa Klausner ◽

Mariano Mertens ◽

Heidi Huntrieser ◽

Michal Galkowski ◽

Gerrit Kuhlmann ◽

...

Keyword(s):

Greenhouse Gas Emissions ◽

Greenhouse Gas ◽

Urban Areas ◽

Ghg Emissions ◽

Capital City ◽

Detailed Knowledge ◽

Emission Flux ◽

Gas Emissions ◽

Mixing Ratios

Urban areas are recognised as a significant source of greenhouse gas emissions (GHG), such as carbon dioxide (CO2) and methane (CH4). The total amount of urban GHG emissions, especially for CH4, however, is not well quantified. Here we report on airborne in situ measurements using a Picarro G1301-m analyser aboard the DLR Cessna Grand Caravan to study GHG emissions downwind of the German capital city Berlin. In total, five aircraft-based mass balance experiments were conducted in July 2018 within the Urban Climate Under Change [UC]2 project. The detection and isolation of the Berlin plume was often challenging because of comparatively small GHG signals above variable atmospheric background concentrations. However, on July 20th enhancements of up to 4 ppm CO2 and 21 ppb CH4 were observed over a horizontal extent of roughly 45 to 65 km downwind of Berlin. These enhanced mixing ratios are clearly distinguishable from the background and can partly be assigned to city emissions. The estimated CO2 emission flux of 1.39 &#177; 0.75 t s-1 is in agreement with current inventories, while the CH4 emission flux of 5.20 &#177; 1.61 kg s-1 is almost two times larger than the highest reported value in the inventories. We localized the source area with HYSPLIT trajectory calculations and the high resolution numerical model MECO(n) (down to ~1 km), and investigated the contribution from sewage-treatment plants and waste deposition to CH4, which are treated differently by the emission inventories. Our work highlights the importance of a) strong CH4 sources in the surroundings of Berlin and b) a detailed knowledge of GHG inflow mixing ratios to suitably estimate emission rates.

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Changing International Law for a Changing Climate

AJIL Unbound ◽

10.1017/aju.2018.76 ◽

2018 ◽

Vol 112 ◽

pp. 279-284 ◽

Cited By ~ 1

Author(s):

Daniel C. Esty ◽

Dena P. Adler

Keyword(s):

Climate Change ◽

Greenhouse Gas Emissions ◽

Greenhouse Gas ◽

Public Transportation ◽

The United States ◽

Paris Agreement ◽

Successful Implementation ◽

Gas Emissions ◽

Wide Range ◽

National Governments

After more than two decades of inadequate international efforts to address climate change resulting from rising greenhouse gas emissions, the 2015 Paris Climate Change Agreement shifted gears. That agreement advances a “bottom-up” model of global cooperation that requires action commitments from all national governments and acknowledges the important role that cities, states, provinces, and businesses must play in delivering deep decarbonization. Given the limited control that presidents and prime ministers have over many of the policies and choices that determine their countries’ carbon footprints, the Paris Agreement missed an opportunity to formally recognize the climate change action commitments of mayors, governors, and premiers. These subnational officials often have authorities complementary to national governments, particularly in federal systems (including the United States, China, Canada, and Australia). They therefore possess significant independent capacities to reduce greenhouse gas emissions through their economic development strategies, building codes, zoning rules and practices, public transportation investments, and other policies. Likewise, the world community missed an opportunity to formally recognize the commitments of companies to successful implementation of the Paris Agreement and thereby to highlight the wide range of decisions that business leaders make that significantly affect greenhouse gas emissions.

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Study of the viticultural technical itineraries carbon footprint at fine scale

BIO Web of Conferences ◽

10.1051/bioconf/20191501030 ◽

2019 ◽

Vol 15 ◽

pp. 01030

Author(s):

E. Adoir ◽

S. Penavayre ◽

T. Petitjean ◽

L. De Rességuier

Keyword(s):

Life Cycle ◽

Greenhouse Gas Emissions ◽

Greenhouse Gas ◽

Carbon Footprint ◽

Primary Data ◽

Life Cycle Approach ◽

Gas Emissions ◽

Carbon Footprints ◽

Life Project ◽

One Year

Viticulture faces two challenges regarding climate change: adapting and mitigating greenhouse gas emissions. Are these two challenges compatible? This is one of the questions to which Adviclim project (Life project, 2014–2019) provided tools and answers. The assessment of greenhouse gas emissions was implemented at the scale of the plot using a life cycle approach: calculating the carbon footprint. This approach makes it possible to take into account the emissions generated during each stage of the life cycle of a product or a service: in this case, the cultivation of one hectare of vine for one year. Carbon footprint was assessed for the 5 pilot sites of the Adviclim project: Saint-Emilion (France), Coteaux du Layon/Samur (France), Geisenheim (Germany), Cotnari (Romania) and Plompton (United Kingdom). An important work for primary data collection regarding observed practices was carried out with a sample of reresentative farms for these 5 sites, and for one to three vintages depending on the site. Beyond the question asked in the project, the calculation of these carbon footprints made it possible to (i) make winegrowers aware of the life cycle approach and the share of direct emissions generated by viticulture, (ii) acquire new references on the technical itineraries and their associated emissions, (iii) improve the adaptation of the methodology for calculating the carbon footprint to viticulture.

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Cost-Effective Approaches to Reduce Greenhouse Gas Emissions through Public Transportation in Los Angeles, California

Transportation Research Record Journal of the Transportation Research Board ◽

10.3141/2217-03 ◽

2011 ◽

Vol 2217 (1) ◽

pp. 19-29 ◽

Cited By ~ 3

Author(s):

Frank Gallivan ◽

Jeff Ang-Olson ◽

Cris B. Liban ◽

Alvin Kusumoto

Keyword(s):

Los Angeles ◽

Greenhouse Gas Emissions ◽

Greenhouse Gas ◽

Public Transportation ◽

Cost Effective ◽

Gas Emissions

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Detection of SARS-CoV-2 RNA on public surfaces in a densely populated urban area of Brazil

10.1101/2020.05.07.20094631 ◽

2020 ◽

Author(s):

Jônatas Santos Abrahão ◽

Lívia Sacchetto ◽

Izabela Mauricio Rezende ◽

Rodrigo Rodrigues ◽

Ana Paula Correia Crispim ◽

...

Keyword(s):

Urban Area ◽

Public Transportation ◽

Urban Areas ◽

Acid Extraction ◽

Risk Of Infection ◽

Public Places ◽

Key Points ◽

Public Areas ◽

One Step ◽

Belo Horizonte

Abstract Importance The COVID-19 pandemic has resulted in more than 3.5 million cases and 245 thousand deaths worldwide as of May 6, 2020. Determining the extent of the presence of the virus on public surfaces is critical for understanding the potential risk of infection in these areas. Objective To evaluate the presence of SARS-CoV-2 RNA on public surfaces in a densely populated urban area in Brazil. Design and Setting A total of 101 samples were collected from different surfaces in public places in the region of Belo Horizonte with the highest number of COVID-19 cases. Samples were collected near the hospital and public transportation areas using sterile swabs, and then submitted to nucleic acid extraction and genomic detection and quantification by one-step qPCR. Results Seventeen of the 101 samples tested positive (16.8%) for SARS-CoV-2 RNA, including samples from bus stations/terminals, public squares, and sidewalks, including those near hospitals. Conclusions and Relevance Our data indicated the contamination of public surfaces by SARS-CoV-2, especially near hospital areas, highlighting the risk of infection for the population. Constant monitoring of the virus in urban areas is required as a strategy to fight the pandemic and prevent further infections. Key points Question Can SARS-CoV-2 be detected on surfaces in public areas used by a large proportion of the population? Findings SARS-CoV-2 RNA was detected in different locations, including bus stations/terminals, squares, and sidewalks, especially those near hospitals, in a densely populated area of Belo Horizonte, Brazil. Meaning This study highlights the need for constant monitoring for the presence of SARS-CoV-2 RNA in urban areas to support better strategies to fight the COVID-19 pandemic and prevent further infections.

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Hypothetical Strategies to Reduce the Greenhouse Gas Emissions from Mobile Sources on the Orizaba Valley

Environment and Pollution ◽

10.5539/ep.v7n2p42 ◽

2018 ◽

Vol 7 (2) ◽

pp. 42

Author(s):

Joaquín Pinto-Espinoza ◽

Adán Reyes-Pavón ◽

Marco A. Benítez-Espíndola ◽

Gustavo Alvarado-Kinnell ◽

Angélica M. Bello-Ramírez

Keyword(s):

Climate Change ◽

Greenhouse Gas Emissions ◽

Greenhouse Gas ◽

Mitigation Strategies ◽

Planning System ◽

Urban Region ◽

Baseline Scenario ◽

Intergovernmental Panel ◽

Gas Emissions ◽

Mobile Sources

The Intergovernmental Panel on Climate Change established clear and solids conclusions on the 2013 report, it says that has been scientifically demonstrated with 95% of certainty, that human activities are the main cause of the global warming, observed since the middle of the XX century. The Orizaba Valley is a Mexican region, located at the geographic center of Veracruz State, having Orizaba City as the main demographic population surrounded by other municipalities, becoming the fourth metropolitan populated area of Veracruz State. This region has the third position on economic, historic and cultural relevance at Veracruz State, just after the Veracruz Port and Xalapa City. It was one of the main places with a vast economic growing during the Viceroyalty of the New Spain, being an obligatory passing route and resting place between Veracruz Port and Mexico City. This project estimates the magnitude of the Greenhouse Gas emissions coming from mobile sources at the Orizaba Valley. It includes the urban region of the municipalities of Ixtaczoquitlan, Orizaba, Río Blanco, Camerino de Mendoza and Nogales. The collected data was processed according to the Intergovernmental Panel on Climate Change methodology and it was possible to make the following projections: 1) One baseline scenario and 2) Three scenarios under hypothetical mitigation strategies that promise to achieve a reduction of GHG emission of 30 % from the year 2020 to 2050. Beyond this, also there is a significant reduction in fossil fuels consumption due to the efficient use of energy. All projections were made by using the Long-range Energy Alternatives Planning system software. In addition of the achievement on the GHG emissions reduction goal, it is possible to glimpse an economic recovery, if and only if, the decision makers of the governments decide to participate in the international trade of carbon market.

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Nitrogen Dioxide, Greenhouse Gas Emissions and Transportation in Urban Areas: Lessons From the Covid-19 Pandemic

Frontiers in Environmental Science ◽

10.3389/fenvs.2021.689985 ◽

2021 ◽

Vol 9 ◽

Author(s):

Carlos E. Restrepo

Keyword(s):

Public Health ◽

Nitrogen Dioxide ◽

Greenhouse Gas Emissions ◽

Greenhouse Gas ◽

Public Space ◽

Urban Areas ◽

Ground Level ◽

Health Concern ◽

Public Health Perspective ◽

Gas Emissions

Nitrogen dioxide (NO2) is a pollutant of concern in urban areas around the world. The main sources in urban environments are related to the burning of fuel and include transportation, electricity generation, and industrial and residential activities. From a public health perspective NO2 has also been widely associated with respiratory disease, including asthma exacerbation. NO2 also plays a key role in ground-level concentrations of ozone (O3), which is also a public health concern. This policy brief explores the relationships between transportation, climate change mitigation and ambient levels of air pollutants such as NO2. The Covid-19 pandemic has offered a glimpse of how rapid changes in transportation use can result in significant decreases in NO2 concentrations. Data from New York City supports this relationship. Transportation policies aimed at reducing traffic offer an opportunity to both mitigate greenhouse gas emissions and improve air quality. The implementation of measures to rethink public space and the use of streets in response to Covid-19 also provides insights into an additional policy alternative to achieve these goals.

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Environmental Life Cycle Impacts of Automotive Batteries Based on a Literature Review

Energies ◽

10.3390/en13236345 ◽

2020 ◽

Vol 13 (23) ◽

pp. 6345

Author(s):

Christian Aichberger ◽

Gerfried Jungmeier

Keyword(s):

Life Cycle ◽

Greenhouse Gas Emissions ◽

Greenhouse Gas ◽

Second Life ◽

Primary Energy ◽

Primary Data ◽

Gas Emissions ◽

Battery Capacity ◽

Automotive Batteries ◽

Lca Results

We compiled 50 publications from the years 2005–2020 about life cycle assessment (LCA) of Li-ion batteries to assess the environmental effects of production, use, and end of life for application in electric vehicles. Investigated LCAs showed for the production of a battery pack per kWh battery capacity a median of 280 kWh/kWh_bc (25%-quantile–75%-quantile: 200–500 kWh/kWh_bc) for the primary energy consumption and a median of 120 kg CO2-eq/kWh_bc (25%-quantile–75%-quantile: 70–175 kg CO2-eq/kWh_bc) for greenhouse gas emissions. We expect results for current batteries to be in the lower range. Over the lifetime of an electric vehicle, these emissions relate to 20 g CO2-eq/km (25%-quantile–75%-quantile: 10–50 g CO2-eq/km). Considering recycling processes, greenhouse gas savings outweigh the negative environmental impacts of recycling and can reduce the life cycle greenhouse gas emissions by a median value of 20 kg CO2-eq/kWh_bc (25%-quantile–75%-quantile: 5–29 kg CO2-eq/kWh_bc). Overall, many LCA results overestimated the environmental impact of cell manufacturing, due to the assessments of relatively small or underutilized production facilities. Material emissions, like from mining and especially processing from metals and the cathode paste, could have been underestimated, due to process-based assumptions and non-regionalized primary data. Second-life applications were often not considered.

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