scholarly journals Estimation of the Required Bio-fuels Substituting Petroleum-based Fuels in Vehicles in the Island of Crete, Greece

2021 ◽  
Vol 9 (4) ◽  
pp. 28
Author(s):  
John Vourdoubas
Keyword(s):  
Sugar Beet ◽  
Co2 Emissions ◽  
Electric Vehicles ◽  
Ghg Emissions ◽  
Diesel Oil ◽  
Energy Crops ◽  
Oil Consumption ◽  
Land Area ◽  
Rape Seed ◽  
The Eu

The required bio-fuels for substituting petroleum-based fuels in vehicles in the island of Crete, Greece have been estimated. The quantities of gasoline and diesel oil currently used in vehicles in Crete as well as their GHG emissions have been calculated. The quantities of bio-ethanol and bio-diesel substituting 14% of them, according to the EU goal for 2030, have been evaluated. The necessary land area for cultivating energy crops producing the required bio-fuels has been also calculated. The total quantity of gasoline and diesel oil used in vehicles in 2020 in Crete has been estimated at 273,231 tons while their CO2 emissions at 886,702 tons. The bio-ethanol required for substituting 14% of the annual gasoline consumption has been calculated at 29,709 tons while the bio-diesel required for substituting 14% of the annual diesel oil consumption at 24,802 tons. The necessary land area cultivated with sugar beet producing the abovementioned quantity of bio-ethanol has been estimated at 7,427 ha while the necessary land area cultivated with rape seed producing the abovementioned quantity of bio-diesel has been estimated at 24,802 ha. The overall necessary land area, at 32,229 ha, corresponds at 3.81% of the total area in Crete. Energy crops have not been cultivated so far in Crete while the land availability is limited. It is proposed that apart from using bio-fuels in conventional vehicles equipped with ICEs different options for reducing GHG emissions in transportation, including the use of electric vehicles, should be considered in Crete.

The Product Carbon Footprint of EU beet sugar (Part II)

2012 ◽  
pp. 213-221 ◽  
Author(s):  
Ingo Klenk ◽  
Birgit Landquist ◽  
Oscar Ruiz de Imaña
Keyword(s):  
Water Treatment ◽  
Sugar Beet ◽  
Organic Fertilizer ◽  
Arable Land ◽  
Ghg Emissions ◽  
Mineral Fertilizer ◽  
Field Work ◽  
Beet Sugar ◽  
Laughing Gas ◽  
The Eu

With regard to farming operations, all N-fertilizer was assumed to be in the form of mineral fertilizer, as there is no publicly available figure known for the average use of organic fertilizer (e.g. manure) in sugar beet cultivation in Europe. All the basic inputs to sugar beet cultivation were included, that is, seed, fertilisers, pesticides and diesel consumption for field work. Nitrous oxide, soil emissions (N2O, commonly known as laughing gas) from farming were included according to Biograce (i.e. 2.7% of applied N is emitted as N2O). Transport of sugar beet and adherent soil was also accounted for, and it was assumed that all transports are by 40-t truck. The emissions related to the return of empty trucks delivering beet to the factories were also accounted for in the Biograce data. GHG emissions linked to LUC (land use change, direct or indirect) were estimated to be negligible because all land used to grow beet, at least in the EU, is already arable land. With regard to factories, very small inputs were excluded. Specifically, most process chemicals used in sugar production such as NaOH or HCl for pH correction or antifoaming agents were assumed not to be significant for the overall result because they were used only in small quantities. However, as limestone is a processing aid used in larger amounts (approx. 2% per tonne of beet processed), it therefore was included.7 For surplus steam, which some factories co-produce, substitutes were difficult to establish, because they depend on the local situation. Since the resulting GHG credit for surplus steam was expected to be small as an EU average, no GHG credit for surplus steam was calculated. Potential emissions from water treatment systems were, on the other hand, not taken into account because there is insufficient data available about the different types of water treatment systems in operation in EU beet sugar factories. The emission factors of the process inputs used in the calculations are listed in Table 9.

scholarly journals Projected Direct Carbon Dioxide Emission Reductions as a Result of the Adoption of Electric Vehicles in Gauteng Province of South Africa

Atmosphere ◽  
2020 ◽  
Vol 11 (6) ◽  
pp. 591
Author(s):  
Mokhele Edmond Moeletsi ◽  
Mphethe Isaac Tongwane
Keyword(s):  
Economic Growth ◽  
South Africa ◽  
Carbon Dioxide ◽  
Co2 Emissions ◽  
Electric Vehicles ◽  
Carbon Dioxide Emission ◽  
Ghg Emissions ◽  
Reference Period ◽  
Gauteng Province ◽  
Business As Usual

There are genuine worldwide concerns regarding the contribution of internal combustion engine (ICE) vehicles to greenhouse gas (GHG) emissions. Passenger electric vehicles (EVs) are considered as a viable solution to the rapidly increasing global GHG emissions from ICE vehicles. This study investigated the future impact of perceived adoption of electric vehicles in Gauteng Province of South Africa on carbon emissions. Estimations of carbon dioxide (CO2) emissions were made with data from 2000 to 2018 to provide a reference period for the analysis. Projections of CO2 emissions from 2020 to 2030 were undertaken using three future cases, namely: mitigation, business as usual, and high economic growth based on the projected 20% population of electric vehicles, and four scenarios representing varying proportions of different types of EVs. The results showed an increasingly significant trend in CO2 emissions during the reference period. CO2 emissions estimated using the mitigation case showed an overall reduction in emissions of between 30% and 35%, depending on the scenario. The business as usual case showed an increase in emissions of 1–5% by 2030. The high economic growth case showed a high increase in CO2 emissions of 35–41% by 2030. The study indicates a need to accelerate the adoption of EVs with a 20% projection of the vehicle population still not enough to make a meaningful contribution towards decreasing CO2 emissions from passenger vehicles.

scholarly journals GHGs Emission from the Agricultural Sector within EU-28: A Multivariate Analysis Approach

Energies ◽  
2021 ◽  
Vol 14 (20) ◽  
pp. 6495
Author(s):  
Endre Harsányi ◽  
Bashar Bashir ◽  
Gafar Almhamad ◽  
Omar Hijazi ◽  
Mona Maze ◽  
...  
Keyword(s):  
Multivariate Analysis ◽  
Co2 Emissions ◽  
Agricultural Sector ◽  
Positive Impact ◽  
Ghg Emissions ◽  
Significant Trend ◽  
Analysis Approach ◽  
Climate Mitigation ◽  
Mitigation And Adaptation ◽  
The Eu

Climate mitigation and adaptation planning (CMAP) has recently been implemented across the EU-28 to reduce GHG emissions (CO2, CH4, N2O). Thus, the aim of this study was to provide an overview of GHG emissions from the agricultural sector in the EU-28 from 1990 to 2019, and cluster the EU-28 countries regarding their total GHG emissions. The results emphasize the positive impact of CMAP through a negative trend of the total GHG emissions (−2653.01 thousand tons/year, p < 0.05). Despite the positive and not significant trend of the total CO2 emissions, both CH4 and N2O exhibited a negative and significant trend. At the country scale, Italy, the United Kingdom, and the Netherlands showed the highest reduction in total GHG emissions, by −282.61thousand tons/year (p < 0.05), −266.40 thousand tons/year (p < 0.05), and −262.91 thousand tons/year (p < 0.05), respectively. The output of the multivariate analysis approach indicates changes in the pattern of GHG emissions between 1990 and 2019, where CO2 emissions decreased in the case of Poland and Czechia. The output of this study highlights the positive impact of CMAP, adopted by EU countries, in minimizing GHG emissions. Despite some fluctuations in CO2 emissions, strategies for attaining carbon neutrality in the agricultural sector, across the European Union, should be pursued.

scholarly journals Emissions of e-mobility

2019 ◽  
Vol 178 (3) ◽  
pp. 135-139
Author(s):  
Lech SITNIK
Keyword(s):  
Co2 Emissions ◽  
Electric Vehicles ◽  
Energy Production ◽  
Limited Area ◽  
Small Range ◽  
The European Union ◽  
Simulation Research ◽  
Energy Mix ◽  
Car Traffic ◽  
The Eu

E-mobility is treated as emission-free. Generally, this sentence can only be true in a very small range. Namely, about selected pa-rameters and in a very limited area. An example of this is the measurement of CO2 emissions in the immediate vicinity of BEV (battery electric vehicle) . The situation can change dramatically if you take into account the emissions in the energy production necessary for car traffic. This work presents this issue taking into account the energy mix in the various countries of the European Union. Simulation research shows that there are already countries in the EU where the operation of electric vehicles makes sense. Especially when it con-cerns CO2 emissions. Emissions below the standards for 2025 can be obtained there. Unfortunately, in most EU countries, the operation of BEV is associated with increased (in relation to present-day) CO2 emissions. Without changing the energy policy, and in particular the energy mix, introducing e-mobility is problematic.

scholarly journals LITHUANIAN ACHIEVEMENTS IN TERMS OF CO2 EMISSIONS BASED ON PRODUCTION SIDE IN THE CONTEXT OF THE EU-27

2015 ◽  
Vol 23 (3) ◽  
pp. 483-503 ◽  
Author(s):  
Genovaitė LIOBIKIENĖ ◽  
Justina MANDRAVICKAITĖ ◽  
Danguolė KREPŠTULIENĖ ◽  
Jurga BERNATONIENĖ ◽  
Arūnas SAVICKAS
Keyword(s):  
Public Administration ◽  
Co2 Emissions ◽  
Ghg Emissions ◽  
Management Policy ◽  
Successful Implementation ◽  
Economic Activities ◽  
Co2 Equivalent ◽  
Coefficient Of Elasticity ◽  
And Storage ◽  
The Eu

The production perspective is actual seeking regarding the CO2 emissions management policy; however, there is a lack of studies taking the latter approach. Thus referring to air emissions accounts, the aim of this analysis is to evaluate changes in CO2 equivalent emissions from the production-based perspective in Lithuania and the EU-27 and their determinants during 2000– 2012. Using the coefficient of elasticity, it was observed that in Lithuanian the economy grew three times faster than emissions of greenhouse gases (GHG). Meanwhile in the EU-27, GHG decreased with economic growth. In the EU-27 absolute decoupling was observed for agriculture, forestry and fishing, public administration, defence economic activities, real estate activities, and education. Meanwhile, in Lithuania for these activities a relative or negative decoupling occurred. With regard to technological contributions to changes in CO2 equivalent emissions, the most problematic economic activities in Lithuania are financial and insurance activities, education, post and telecommunications, other service activities. In the EU-27 members the most problematic sectors are mining and quarrying, construction, transport and storage sector. Thus, the successful implementation of GHG emissions management policy is very important in Lithuania and in all the EU countries.

scholarly journals Assessing the Impacts of Electric Vehicle Recharging Infrastructure Deployment Efforts in the European Union

Energies ◽  
2019 ◽  
Vol 12 (12) ◽  
pp. 2409 ◽  
Author(s):  
Christian Thiel ◽  
Andreea Julea ◽  
Beatriz Acosta Iborra ◽  
Nerea De Miguel Echevarria ◽  
Emanuela Peduzzi ◽  
...  
Keyword(s):  
Air Quality ◽  
Co2 Emissions ◽  
Electric Vehicles ◽  
Job Creation ◽  
Member States ◽  
Eu Member States ◽  
Continental Scale ◽  
Reduction Of Co2 ◽  
The Impact ◽  
The Eu

Electric vehicles (EVs) can play an important role in improving the European Union’s (EU)’s energy supply security, reducing the environmental impact of transport, and increasing EU competitiveness. The EU aims at fostering the synchronised deployment of EVs and necessary recharging infrastructure. There is currently a lack of studies in the literature for analysing the societal impacts of EV and infrastructure deployment at continental scale. In our paper, we analyse the likely impact of related plans of the EU member states (MSs). With the help of qualitative and quantitative analyses, we study the impact of plans on recharging infrastructure deployment, contributions to the EU climate and energy goals, air quality objectives, and reinforcement of the EU’s competitiveness and job creation. We soft-link a fleet impact model with a simplified source receptor relationship model, and propose a new model to calculate job impacts. The results overall show modest impacts by 2020, as most member states’ plans are not very ambitious. According to our analysis of the plans, a reduction of CO2 emissions by 0.4%, NOx emissions by 0.37%, and PM2.5 emissions by 0.44%, as well as a gross job creation of more than 8000 jobs will be achieved by 2020. The member state plans are very divergent. For countries with more ambitious targets up to 2020, such as Austria, France, Germany, and Luxemburg, the climate, energy, and air quality impacts are significant and show what would be achievable if the EU would increase its pace of EV and infrastructure deployment. We conclude that more ambitious efforts by the member states’ to deploy electric vehicles could accelerate the reduction of CO2 emissions and lead to less dependence on fossil oil-based fuels, along with air quality improvements, while at the same time creating new job opportunities in Europe. In regards to the ratio of publicly accessible recharging points (RPs) per EV, we conclude that member states have to come up with more ambitious targets for recharging point deployment, as the current plans will lead to only one recharging point per every 20 EVs by 2020 across the EU. This paper can serve as useful input to the further the planning of EV and recharging infrastructure deployment in the EU and elsewhere. Our study highlights that the different strategies that are followed in the EU member states can be a fertile ground to identify best practices. It remains a challenge to quantify how different support policies impact EV deployment. In terms of further research needs, we identify that more detailed studies are required to determine an appropriate level of infrastructure deployment, including fast chargers.

scholarly journals Economic and Environmental Consequences of the ECJ Genome Editing Judgment in Agriculture

Agronomy ◽  
2021 ◽  
Vol 11 (6) ◽  
pp. 1212
Author(s):  
Alexander Gocht ◽  
Nicola Consmüller ◽  
Ferike Thom ◽  
Harald Grethe
Keyword(s):  
Genome Editing ◽  
Agricultural Sector ◽  
Ghg Emissions ◽  
Food Products ◽  
Food Prices ◽  
Farm Income ◽  
The European Union ◽  
Environmental Consequences ◽  
European Court ◽  
The Eu

Genome-edited crops are on the verge of being placed on the market and their agricultural and food products will thus be internationally traded soon. National regulations, however, diverge regarding the classification of genome-edited crops. Major countries such as the US and Brazil do not specifically regulate genome-edited crops, while in the European Union, they fall under GMO legislation, according to the European Court of Justice (ECJ). As it is in some cases impossible to analytically distinguish between products from genome-edited plants and those from non-genome-edited plants, EU importers may fear the risk of violating EU legislation. They may choose not to import any agricultural and food products based on crops for which genome-edited varieties are available. Therefore, crop products of which the EU is currently a net importer would become more expensive in the EU, and production would intensify. Furthermore, an intense substitution of products covered and not covered by genome editing would occur in consumption, production, and trade. We analyzed the effects of such a cease of EU imports for cereals and soy in the EU agricultural sector with the comparative static agricultural sector equilibrium model CAPRI. Our results indicate dramatic effects on agricultural and food prices as well as on farm income. The intensification of EU agriculture may result in negative net environmental effects in the EU as well as in an increase in global greenhouse gas (GHG) emissions. This suggests that trade effects should be considered when developing domestic regulation for genome-edited crops.

scholarly journals Evaluation of Sustainable Energy Development Progress in EU Member States in the Context of Building Renovation

Energies ◽  
2021 ◽  
Vol 14 (14) ◽  
pp. 4209
Author(s):  
Rita Remeikienė ◽  
Ligita Gasparėnienė ◽  
Aleksandra Fedajev ◽  
Marek Szarucki ◽  
Marija Đekić ◽  
...  
Keyword(s):  
Energy Efficiency ◽  
Energy Consumption ◽  
Co2 Emissions ◽  
Renewable Energy Sources ◽  
Investment Efficiency ◽  
The European Union ◽  
Energy Usage ◽  
Member States ◽  
Eu Member States ◽  
The Eu

The main goal of setting energy efficiency priorities is to find ways to reduce energy consumption without harming consumers and the environment. The renovation of buildings can be considered one of the main aspects of energy efficiency in the European Union (EU). In the EU, only 5% of the renovation projects have been able to yield energy-saving at the deep renovation level. No other study has thus far ranked the EU member states according to achieved results in terms of increased usage in renewable sources, a decrease in energy usage and import, and reduction in harmful gas emissions due to energy usage. The main purpose of this article is to perform a comparative analysis of EU economies according to selected indicators related to the usage of renewable resources, energy efficiency, and emissions of harmful gasses as a result of energy usage. The methodological contribution of our study is related to developing a complex and robust research method for investment efficiency assessment allowing the study of three groups of indicators related to the usage of renewable energy sources, energy efficiency, and ecological aspects of energy. It was based on the PROMETHEE II method and allows testing it in other time periods, as well as modifying it for research purposes. The EU member states were categorized by such criteria as energy from renewables and biofuels, final energy consumption from renewables and biofuels, gross electricity generation from renewables and biofuels and import dependency, and usage of renewables and biofuels for heating and cooling. The results of energy per unit of Gross Domestic Product (GDP), Greenhouse gasses (GHG) emissions per million inhabitants (ECO2), energy per capita, the share of CO2 emissions from public electricity, and heat production from total CO2 emissions revealed that Latvia, Sweden, Portugal, Croatia, Austria, Lithuania, Romania, Denmark, and Finland are the nine most advanced countries in the area under consideration. In the group of the most advanced countries, energy consumption from renewables and biofuels is higher than the EU average.

scholarly journals There is a silver lining: carbon footprint reduction by holding Preventive Cardiology conference 2020 virtually

2021 ◽  
Vol 28 (Supplement_1) ◽  
Author(s):  
T Batool ◽  
A Neven ◽  
Y Vanrompay ◽  
M Adnan ◽  
P Dendale
Keyword(s):  
Climate Change ◽  
Co2 Emissions ◽  
Carbon Footprint ◽  
Carbon Emission ◽  
Ghg Emissions ◽  
Air Travel ◽  
Co2 Production ◽  
Scientific Conference ◽  
Preventive Cardiology ◽  
Transport Modes

Abstract Funding Acknowledgements Type of funding sources: Other. Main funding source(s): Special Research Fund (BOF), Hasselt University Introduction The transportation sector is one of the major sectors influencing climate change, contributing around 16% of total Greenhouse gases (GHG) emissions. Aviation contributes to 12% of the transport related emissions. Among other climate change impacts, elevated heat exposure is associated with increased cardiac events and exposure to air pollution caused by GHG emissions has also well-known association with increased cardiovascular related morbidity and mortality. The global temperature rise should be restricted to less than 2 °C which requires keeping carbon emission (CO2) less than 2900 billion tonnes by the end of the 21st century. Assuming air travel a major contributing source to GHG, this study aims to raise the awareness about potential carbon emissions reduction due to air travel of international events like a scientific conference. Purpose Due to the global pandemic of COVID-19, the Preventive cardiology conference 2020 which was planned to be held at Malaga Spain, instead was held in virtual online way. This study aims to calculate the contribution of reduced CO2  emissions in tons due to ESC preventive cardiology conference 2020, which was then held online and air travel of the registered participants was avoided. Methods Anonymized participant registration information was used to determine the country and city of the 949 registered participants of the Preventive Cardiology conference 2020. It is assumed that participants would have travelled from the closest airports from their reported city locations to Malaga airport, Spain. At first, the closest city airports were determined using Google maps and flights information, then the flight emissions (direct and indirect CO2-equivalent emissions) per passenger for the given flight distances were calculated. The CO2 emissions (tons) were calculated for round trips in economy class from the participants of 68 nationalities (excluding 60 participants from Spain as they are assumed to take other modes of transport than airplane). Results In total, 1156.51 tons of CO2  emissions were saved by turning the physical conference into a virtual event. This emission amount is equivalent to the annual CO2 production of 108 people living in high-income countries. Conclusion The pandemic situation has forced us to rethink the necessity of trips by air and has shown us the feasibility of digitally organized events. The information from this study can add to the awareness about reduced amount of carbon emission due to air travel by organizing events in a virtual way when possible. Apart from only digitally organized events there are others options to reduce the carbon footprint of conferences such as limiting the number of physical attendees, encouraging the use of relatively sustainable transport modes for participants from nearby countries (e.g. international trains and use of active transport modes at conference venue etc.) and including CO2 emission offsetting costs.

scholarly journals Analysis of the New Kuznets Relationship: Considering Emissions of Carbon, Methanol, and Nitrous Oxide Greenhouse Gases—Evidence from EU Countries

2021 ◽  
Vol 18 (6) ◽  
pp. 2907
Author(s):  
Mara Madaleno ◽  
Victor Moutinho
Keyword(s):  
Nitrous Oxide ◽  
Least Squares ◽  
Fixed Effects ◽  
Ghg Emissions ◽  
Ordinary Least Squares ◽  
Kuznets Curve ◽  
Ekc Hypothesis ◽  
Long Run ◽  
Short Run ◽  
The Eu

Decreased greenhouse gas emissions (GHG) are urgently needed in view of global health threat represented by climate change. The goal of this paper is to test the validity of the Environmental Kuznets Curve (EKC) hypothesis, considering less common measures of environmental burden. For that, four different estimations are done, one considering total GHG emissions, and three more taking into account, individually, the three main GHG gases—carbon dioxide (CO2), nitrous oxide (N2O), and methane gas (CH4)—considering the oldest and most recent economies adhering to the EU27 (the EU 15 (Old Europe) and the EU 12 (New Europe)) separately. Using panel dynamic fixed effects (DFE), dynamic ordinary least squares (DOLS), and fully modified ordinary least squares (FMOLS) techniques, we validate the existence of a U-shaped relationship for all emission proxies considered, and groups of countries in the short-run. Some evidence of this effect also exists in the long-run. However, we were only able to validate the EKC hypothesis for the short-run in EU 12 under DOLS and the short and long-run using FMOLS. Confirmed is the fact that results are sensitive to models and measures adopted. Externalization of problems globally takes a longer period for national policies to correct, turning global measures harder and local environmental proxies more suitable to deeply explore the EKC hypothesis.

Sign in / Sign up

Export Citation Format

Share Document