Academic literature on the topic '190311 Management of greenhouse gas emissions from transport activities'

Greenhouse gas emissions resulting from municipal solid waste management activities and the associated climate change impacts are getting great attention worldwide. This study investigates greenhouse gas emissions and their distribution during waste collection and transport activities in the Dammam region of Saudi Arabia. Greenhouse gas emissions and associated global warming factors were estimated based on diesel fuel consumption during waste collection and transport activities. Then, waste collection and transport data were used to parameterise a mechanistic collection model that can be used to estimate and predict future fuel consumption and greenhouse gas emissions. For the collection and transport of municipal waste in the study area, the average associated total greenhouse gas emissions were about 24,935 tCO2-eq. Global warming factors for three provinces were estimated as 25.23 kg CO2-eq t-1, 25.04 kg CO2-eq t-1, and 37.15 kg CO2-eq t-1, respectively. Lastly, the American Meteorological Society/Environmental Protection Agency Regulatory Model (AERMOD) modelling system was used to estimate the atmospheric dispersion of greenhouse gas emissions. Model results revealed that the maximum daily greenhouse gas concentrations ranged between 0.174 and 97.3 mg m-3, while annual average greenhouse gas concentrations were found to be between 0.012 and 27.7 mg m-3 within the study domain. The highest greenhouse gas concentrations were observed for the regions involving the municipal solid waste collection routes owing to their higher source emission rates.

South Africa is a signatory to the United Nations Framework Convention on Climate Change (UNFCCC) and as such is required to report on Greenhouse gas (GHG) emissions from the Energy, Transport, Waste and the Agriculture, Forestry and Other Land Use (AFOLU) sectors every two years in national inventories. The AFOLU sector is unique in that it comprises both sources and sinks for GHGs. Emissions from the AFOLU sector are estimated to contribute a quarter of the total global greenhouse gas emissions. GHG emissions sources from agriculture include enteric fermentation; manure management; manure deposits on pastures, and soil fertilization. Emissions sources from Forestry and Other Land Use (FOLU) include anthropogenic land use activities such as: management of croplands, forests and grasslands and changes in land use cover (the conversion of one land use to another). South Africa has improved the quantification of AFOLU emissions and the understanding of the dynamic relationship between sinks and sources over the past decade through projects such as the 2010 GHG Inventory, the Mitigation Potential Analysis (MPA), and the National Terrestrial Carbon Sinks Assessment (NTCSA). These projects highlight key mitigation opportunities in South Africa and discuss their potentials. The problem remains that South Africa does not have an emissions baseline for the AFOLU sector against which the mitigation potentials can be measured. The AFOLU sector as a result is often excluded from future emission projections, giving an incomplete picture of South Africa’s mitigation potential. The purpose of this project was to develop a robust GHG emissions baseline for the AFOLU sector which will enable South Africa to project emissions into the future and demonstrate its contribution towards the global goal of reducing emissions.

The earth’s average temperature has risen by approximately 1.2 °C since the 1900s. The COP26 resolution aimed to achieve carbon neutrality before 2050, while China has committed a more aggressive timetable to actually achieve the goal. It requires either that activities must not release any greenhouse gases or the emitted greenhouse gases must be offset. The logistics and transport activities contribute a lot to global greenhouse gas emissions on Earth. There are a no. of challenges of the logistics industry that are discussed, then the paradigmatic solutions such as green procurement, green packaging, green transport, and green warehousing, are respectively discussed. The three contemporary concepts of green solutions (circular economy, carbon neutrality and green cocreation) for logistics and transportation are explored. Subsequently, a detailed case study of CN Logistics’ contemporary green solutions is used to illustrate how to tackle the problems and exemplify the best practices to the other 3PL players. There are expected changes on green directives from the HKSAR Government on logistics green compliances. Finally, this paper concludes with an appeal to the industry to start the green journey immediately.

Global Environment Facility (GEF) support for World Bank sustainable transport activities is described. An overview is presented of current GEF strategy for sustainable transport, which reflects a shift beyond individual technology interventions toward broader objectives, including modal shift, demand management, and land use planning. Ongoing GEF projects that exemplify this shift are reviewed by examining projects in Latin America and Asia whose aim is improving public transport, nonmotorized programs, and institutional capacity related to sustainable transport. The major lessons that can be drawn from these projects, most of which are still at an early stage, is that local authorities are often enthusiastic about getting involved in programs that simultaneously address key transportation concerns in their cities (such as access, safety, congestion, local air quality) and result in less overall energy use and greenhouse gas emissions. Much can be achieved as long as project communications and promotion are addressed and carefully targeted at decision makers and potential beneficiaries.

The paper provides a comparative analysis of economic growth in Estonia, Latvia and Lithuania and discusses differences in development of the main sectors during the period 2000–2016. Based on detailed analysis of energy sector development, the driving factors influencing changes in primary energy consumption in each country and in the Baltic region are discovered. Increase of renewable energy sources (RES) consumption in the Baltic region over this period by 73.6% is emphasized. The paper presents valuable insights from analysis of trends in final energy consumption by sectors of the national economies, branches of the manufacturing sector, and by energy carriers. Long-term relationships between economic growth and final energy consumption are established. An econometric model was applied to predict final energy demand in the Baltic States for the 2020 horizon. It is emphasized that growing activities in the manufacturing and transport sectors will cause increase of final energy demand in all three countries. Based on detailed analysis of greenhouse gas (GHG) emissions trends some positive shifts are shown and the necessity of new policies in the transport sector and agriculture is identified. Changes of emission intensity indicators are examined and a potential for decoupling of carbon dioxide (CO2) emissions from economic growth in Estonia is indicated.

Greenhouse gas (GHG) emissions from human activities are driving climate change and are currently at their highest levels in history. The international community, through the United Nations process, places great emphasis on the decarbonisation of our economies across all sectors. GHG emissions from maritime transport, even if considered the most carbon efficient method of transportation, are projected to increase if no action is taken to decarbonise, and thus pressure has extended to the maritime sector to contribute to the significant GHG emission cuts necessary. The paths by which the maritime sector can contribute to the achievement of the international target of GHG reduction by 2050 are still being determined, but numerous promising options exist. This paper aims to provide an overview of action towards decarbonisation by the international maritime sector, and to assess how Cyprus, an important flag state, can contribute to decarbonisation efforts. A participatory approach was used, through implementation of the EIT Climate-KIC’s Deep Demonstrations methodology, as part of the ‘ Zero-Net Emissions, Resilient Maritime Hubs in Cyprus’ project. The results were used to identify a portfolio of actions related to policy and regulatory development, education and re-skilling, technological development, and operation optimisation, which can support the decarbonisation of the maritime sector in Cyprus.

Abstract Innovation are considered as the engine of sustainability and economic growth. Innovations are an integral part of the business that is expressed in scientific and research activities. If a company want to gain competitive advantage, it must do the business activities in accordance with economic, environmental, social and institutional factors. Business activities in this area are reflected in macroeconomic indicators of the country. This article deals with innovations and sustainable development issues. The main goal of research is testing interaction between innovations and sustainable development through the selected indicators. Summary Innovation Index (SII) represents innovations and sustainable development is represented by the set of indicators from four areas: economic, environmental, social and institutional. The analysis is based on values of the Summary Innovation Index proposed by the European Commission to measure the competitiveness of European countries in terms of innovation activity and values of sustainable development indicators such as GDP per capita, energy intensity of the economy, migration, transport performance, greenhouse gas emissions, application of environmental management system, mining and consumption of mineral resources, etc. The research is carried out on the case of Slovakia with application of mathematical-statistical apparatus (correlation analysis). The main benefit of research lies in the identification of strengths and weaknesses of Slovakia in analysed areas and determining the expected development.

The most important directions in the field of sustainable development of air transport concern increasing the capacity of airports and improving the global civil aviation system, improving air traffic safety, and developing procedures to optimize the operation of the aviation system. An important area is environmental protection and measures to minimize the negative impact of civil aviation activities on the environment. Air traffic and the operation of airports generate adverse environmental effects, including greenhouse gas emissions, air pollution, and noise emissions. Due to the high intensity of aircraft maneuvers, the authors analyzed aircraft traffic in the area approaching the airport. It is essential to correctly line up for aircraft reporting from different entry points to the approach area to avoid waiting for landing. Misalignment of landing aircraft negatively impacts airport capacity, increases fuel consumption through more prolonged waiting times in space, and directly impacts air pollution. There are different ways to organize landing aircraft flows and other ways to merge these flows. The article aims to assess the method of combining the streams of landing aircraft and estimate the impact of such an organization on the increased fuel consumption of aircraft and thus on air pollution. The authors proposed a measure for assessing the quality of the landing queue, which was defined as the increase in flight time of aircraft in the approach area in relation to the nominal time, which was adopted as minimization. In order to obtain the results of research works, a model using a Petri net was developed, allowing for flexible mapping of concurrent processes and their effect analysis. Various methods of combining the streams of landing aircraft have been adopted: three-stage, two-stage, and single-stage. Then, simulation experiments were carried out, allowing the determination of whether the method of combining the streams of landing planes has an impact on the quality of the landing queue measured with the proposed index. The obtained results of the assessment can be used to estimate the increased fuel consumption of the aircraft.

The article emphasizes that very often the main benefits from port projects come from the wider community and the economy, rather than the port industry itself. This is especially true when ports invest in basic infrastructure to provide opportunities for future growth. In addition, a number of investment requirements have joined the ports' requirements to invest in basic infrastructure, as a result of broader societal imperatives, especially in the areas of environmental and energy policy. Ports, in addition to nodes of transport networks, are also sites for a number of activities that may require certain facilities. Based on this broad definition, it is possible to name different types of port infrastructure. There are twelve types of investment in infrastructure. Investments can relate to the construction of new infrastructure, as well as the modernization or reconstruction of existing infrastructure. In general, investments in maritime access benefit all port users, rather than specific segments and specific terminals in the port. Infrastructure investments are needed by seaports to increase their efficiency, address the growing and changing needs of production and supply chains, and adapt to the requirements of sustainable transport in terms of air quality, climate change and biodiversity. Increasing the size and complexity of the fleet. Growth of processing volumes in ports. Long-term transition to decarbonisation of the economy by reducing greenhouse gas emissions, increasing energy efficiency and absorbing low-emission energy sources. Stricter requirements for environmental performance and absorption of alternative fuels. Pressure to increase the modal distribution of more sustainable modes of transport. Pressure towards urbanization of coastal areas, especially in densely populated areas. Strong digitization of almost all parts of the economy, including manufacturing, logistics and transport. Port management models and responsibility for infrastructure investments. Generalized trends lead to investment needs in port infrastructure. Decisions on these investments are made by various entities. This depends on the current model of port management, which differs significantly from one Member State to another. Investments in viable port infrastructure are those that are expected to be of great value (to the benefit of both consumers and society as a whole) in terms of their costs. However, not all viable investments bring the necessary financial return on investment to make them commercially attractive based on the commercial situation. Ports are strategic assets and are defined as "critical infrastructure"). The geopolitical dimension of port development reinforces the argument for public funding mechanisms, as the lack of such mechanisms will accelerate the participation of foreigners in the development of critical port infrastructure. It is necessary to form a platform with mechanisms for providing final support for port development and certain investments.

At present, the problems of improving the management of cluster structures in the eastern regions of Ukraine, taking into account the European experience in accordance with modern challenges related to smart specialization, modernization of production and digitalization of organizational and managerial processes, are becoming especially relevant. In this regard, the purpose of the study is to substantiate the theoretical provisions, scientific and methodological approaches and develop practical recommendations for improving the mechanism of formation and management of business integrated structures of the eastern regions of Ukraine. The essence and content of the terms "business integrated structure", "development of business integrated structure", "mechanism for managing the development of business integrated structure" are specified. The international experience of development of cluster structures is analysed and generalized and offers concerning its possible application in industrial regions of Ukraine are given. Based on the generalization of research, analytical materials of research and consulting companies, regional development agencies, statistical analysis, the main barriers that hinder the effective economic development of the eastern regions of Ukraine. Strategic documents concerning the socio-economic development of Donetsk and Luhansk oblasts in terms of creating cluster associations were analysed. Methodical bases of logistical support of management of development of business integrated structures are defined. A comprehensive approach to evaluating the effectiveness of cluster formations is proposed and tested. Proposals on normative-legal regulation of cluster structures development in the national economy of Ukraine are given. The conceptual approach to the formation of the cluster as an element of the innovation infrastructure of industrial regions on the basis of smart specialization is substantiated. The organizational and economic mechanism of functioning of business integrated structures is improved and the algorithm of its realization on the example of the eastern regions of Ukraine is offered. It is proved that the development and implementation of the proposed algorithm for implementing the organizational and economic mechanism of business integrated structures (clusters) will create appropriate conditions for increasing the volume and quality of transport services, intensifying innovative development, as well as implementing a qualitatively new regional model of sustainable development that will meet modern management requirements. Implementation of the developed recommendations for improving the mechanism of formation and management of the development of business integrated structures in Donetsk and Luhansk regions will help to obtain a synergistic effect, the components of which are: economic effect ‒ increasing the level of investment attractiveness of territories; increase of receipts to budgets (regional, local) due to formation of qualitatively new model of regional economy, strengthening of competitive advantages of area and increase of economic capacity of territorial communities in the conditions of decentralization; increase in the volume of cargo transportation and cargo turnover of different types of transport; reduction of costs for the organization of logistics activities by reducing the transport component in the cost of services, reducing the time to perform customs procedures for clearance of goods; ensuring favorable institutional conditions for the functioning of the transport services market; social ‒ job creation and employment growth; ecological ‒ reduction of greenhouse gas emissions from transport due to optimization of transport flows; increasing the level of environmental safety.

Green-House Gases (GHGs) are emitted into the atmosphere in significant amounts produced mainly by human sources and activities. Globally, the road transport sector is a significant source of GHGs and particularly of CO2 emissions. Transport sector includes pavements and pavement roughness is a factor that directly affects fuel consumption and consequently has a significant impact on vehicle emissions. Many studies have attempted to define the connection between pavement roughness in terms of International Roughness Index (IRI) and fuel consumption, under the scope of pavement sustainability. However, the requirements of multiple parameters and extensive data processing have raised the need for solid and simplified approaches in practice. As such, the objective of the current study is to incorporate the assessment of vehicle emissions into pavement management processes by formulating a simple and credible relationship between vehicle GHGs and pavement roughness. Analysed data comes from multiple segments of two interurban controlled-access highways with different pavement condition. Several combinations of vehicle and fuel type suggest the development of concise formulas to estimate equivalent CO2 emissions based on IRI measurements. Verification and validation of the developed formulas was applied via appropriate statistical techniques.