Journal articles on the topic 'Management of greenhouse gas emissions from transport activities'
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Yaman, Cevat, Ismail Anil, Megan K. Jaunich, Nawaf I. Blaisi, Omar Alagha, Ayse B. Yaman, and Seyda T. Gunday. "Investigation and modelling of greenhouse gas emissions resulting from waste collection and transport activities." Waste Management & Research 37, no. 12 (November 1, 2019): 1282–90. http://dx.doi.org/10.1177/0734242x19882482.
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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.
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Stevens, L. B., J. Henri, M. Van Nierop, E. Van Staden, J. Lodder, and S. J. Piketh. "Towards the development of a GHG emissions baseline for the Agriculture, Forestry and Other Land Use (AFOLU) sector, South Africa." Clean Air Journal 26, no. 2 (December 3, 2016): 34–39. http://dx.doi.org/10.17159/2410-972x/2016/v26n2a11.
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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.
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Graftieaux, Pierre, Walter Vergara, and Todd Johnson. "Global Environment Facility Support for Sustainable Transport: Early Lessons from World Bank–Assisted Projects in Mexico City, Mexico; Santiago, Chile; and Lima, Peru." Transportation Research Record: Journal of the Transportation Research Board 1846, no. 1 (January 2003): 9–13. http://dx.doi.org/10.3141/1846-02.
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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.
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Mak, Shu-Lun, Yiu-Man Wong, Kin-Chung Ho, and Chi-Chung Lee. "Contemporary Green Solutions for the Logistics and Transportation Industry—With Case Illustration of a Leading Global 3PL Based in Hong Kong." Sustainability 14, no. 14 (July 18, 2022): 8777. http://dx.doi.org/10.3390/su14148777.
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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.
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Miskinis, Vaclovas, Arvydas Galinis, Inga Konstantinaviciute, Vidas Lekavicius, and Eimantas Neniskis. "Comparative Analysis of the Energy Sector Development Trends and Forecast of Final Energy Demand in the Baltic States." Sustainability 11, no. 2 (January 19, 2019): 521. http://dx.doi.org/10.3390/su11020521.
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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.
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Nisiforou, Olympia, Louisa Marie Shakou, Afroditi Magou, and Alexandros G. Charalambides. "A Roadmap towards the Decarbonization of Shipping: A Participatory Approach in Cyprus." Sustainability 14, no. 4 (February 15, 2022): 2185. http://dx.doi.org/10.3390/su14042185.
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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.
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Janoskova, Katarina, and Pavol Kral. "National innovative performance and sustainable development – the case of Slovakia." Proceedings of the International Conference on Business Excellence 13, no. 1 (May 1, 2019): 28–37. http://dx.doi.org/10.2478/picbe-2019-0004.
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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.
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Sotnychenko, L., and A. Sivan. "Investment Needs and Port Infrastructure Financing." Economic Herald of the Donbas, no. 3 (65) (2021): 115–19. http://dx.doi.org/10.12958/1817-3772-2021-3(65)-115-119.
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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.
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Kwasiborska, Anna, and Jacek Skorupski. "Assessment of the Method of Merging Landing Aircraft Streams in the Context of Fuel Consumption in the Airspace." Sustainability 13, no. 22 (November 20, 2021): 12859. http://dx.doi.org/10.3390/su132212859.
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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.
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Amosha, A., N. Trushkina, and V. Shiposha. "Mechanism of Formation and Management for Development of Business Integrated Structures in the Eastern Regions of Ukraine." Economic Herald of the Donbas, no. 3 (65) (2021): 4–23. http://dx.doi.org/10.12958/1817-3772-2021-3(65)-4-23.
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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.
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Kaied, Yaser Omar, Abdul Salam K. Darwish, and Peter Farrell. "COVID-19 impact on air quality and associated elements: knowledge data of the Emirate of Ajman − UAE." Renewable Energy and Environmental Sustainability 6 (2021): 15. http://dx.doi.org/10.1051/rees/2021010.
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Air pollution is one of the core issues at the local and global levels and maybe “one of the most important contributors” to deaths. According to the United Nations, air pollution is one of the extreme environmental threats to health globally. Air pollution problems increased worldwide due to the massive emission volumes generated every day from the increased lifestyle associated technology. The air pollutants are not only dangerous to the health and wellbeing of plants, animals, and people, but they are also harmful to the environment as a significant contributor to recent climate change. The reduction in the volume of pollutants produced is a crucial and challenging step in managing our adverse effects on the environment and climate. The primary outdoor pollution sources include vehicles, Industry, power generation, building heating/cooling systems, and agriculture/waste incineration. The regulation, policies, clean production, investments supporting cleaner transport, energy-efficient housing, power generation, Industry, and better municipal waste management can effectively reduce critical sources of ambient air pollution. When many countries of the world are fighting the Coronavirus, as a challenge to limit its spread, because of its negative repercussions on the economy, health, and political stability as well, several reports have emerged confirming that the spread of the virus has positive effects on the climate change crisis through its impact on the demand for energy and greenhouse gas emissions in endemic countries. Ajman is an emirate that has experienced considerable change in the level of air-associated pollution. Therefore, this article aims to assess air quality impacts in the Ajman Emirates during the lockdown when social distancing was implemented, and human activities were significantly eliminated. Moreover, it seeks to identify the percentages of the improved outdoor pollutants concentrations and the general air quality index. This paper shows evidence from live measurements that the Emirate has recorded over four months since the lockdown was imposed at this Emirate and compared with similar months of the previous year. Moreover, it indicates that having climate improvement exists for specific periods could well support the fight against the COVID-19. The article clearly shows results with a significant reduction of more than 40% of each air-associated pollution element during the pandemic compared with similar periods in 2018 and 2019.
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Cai, Mattia. "Greenhouse gas emissions from tourist activities in South Tyrol." Tourism Economics 22, no. 6 (December 2016): 1301–14. http://dx.doi.org/10.1177/1354816616669008.
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Tourism is a non-negligible source of greenhouse gas (GHG) emissions. Using South Tyrol (ST) – a small region with a tourism-intensive economy situated in the North of Italy – as a case study, this article discusses a multiregional input–output (MRIO) framework for calculating the direct and indirect emissions embodied in tourist consumption of goods and services at a subnational level. Compared to more standard single-region implementations of the input–output approach, MRIO analysis offers a more accurate depiction of the amount of emissions, that is, embodied in imports, because it acknowledges that in the modern economy supply chains often stretch across multiple borders and that the carbon intensity of production can vary widely from one location to another. Operationalizing the framework has become relatively straightforward since a number of new global MRIO databases have become available in recent years. Furthermore, the analysis could easily be extended to other environmental externalities of tourism, where the model’s capability to explicitly account for spatial spillovers might also be of interest. The modelling exercise at the heart of the article suggests that, over the course of 2010, the process of producing the goods and services consumed by tourists in ST resulted in 1092 kt CO2e of GHGs being emitted into the atmosphere. This is equivalent to average emissions of 191 kg CO2e per overnight visitor, 38 kg CO2e per night or 0.316 kg per euro of tourist expenditure. Direct emissions account for about one-fourth of the total. Almost four-fifths of total emissions appear to be the result of productive activities sited outside ST itself.
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Cristea, Anca, David Hummels, Laura Puzzello, and Misak Avetisyan. "Trade and the greenhouse gas emissions from international freight transport." Journal of Environmental Economics and Management 65, no. 1 (January 2013): 153–73. http://dx.doi.org/10.1016/j.jeem.2012.06.002.
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Febrisiantosa, Andi, J. H. Lee, and H. L. Choi. "Greenhouse gas emissions from cattle production sector in South Korea." Jurnal Ilmu Ternak dan Veteriner 21, no. 2 (July 1, 2016): 112. http://dx.doi.org/10.14334/jitv.v21i2.1359.
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<p class="abstrak2">South Korea has declared to reduce greenhouse gas emissions by 30% compared to the current level by the year 2020. The greenhouse gas emissions from the cattle production sector in South Korea were evaluated in this study. The greenhouse gas emissions of dairy cattle, Non-Korean native cattle, and Korean native (Hanwoo) cattle production activities in 16 local administrative provinces of South Korea over a ten-year period (2005–2014) were estimated using the methodology specified by the Guidelines for National Greenhouse Gas Inventory of the IPCC (2006). The emissions studied herein included methane from enteric fermentation, methane from manure management, nitrous oxide from manure management and carbon dioxide from direct on-farm energy use. Over the last ten years, Hanwoo cattle production activities were the primary contributor of CH<sub>4</sub> from enteric fermentation, CH<sub>4</sub> from manure management, NO<sub>2</sub> from manure management and CO<sub>2</sub> from on-farm energy use in the cattle livestock sector of South Korea, which comprised to 83.52% of total emissions from cattle production sector.</p>
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Sullivan, Ken. "The Greenhouse Issue - The Iniquity of a Carbon Tax." Energy Exploration & Exploitation 11, no. 6 (December 1993): 518–27. http://dx.doi.org/10.1177/014459879301100603.
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The United Nations Conference on Environment and Development held in Brazil in June 1992 reached international consensus on the need to stabilise greenhouse gas emissions from human activities. The use of energy in all its forms, contributes to anthropogenic greenhouse gas emissions. However, energy is a fundamental requirement for human existence, and the demand for energy increases with improved lifestyle, urbanisation and population growth. Approximately 90% of the world's energy needs are currently met by the use of fossil fuel. In spite of technological and economic developments with renewable sources of energy, it is unlikely that they will be a major contributor to the world's energy needs for the foreseeable future. In consequence, fossil fuel must and will continue as the major source of the world's energy. Fossil fuel reserves are finite, those of oil and gas are estimated to last for several decades, whilst those of coal will last for centuries. Therefore, when developing strategies for greenhouse gas stabilisation, it is important to consider the relative magnitude of these reserves and the best use to which each form of energy is suited, taking note of environmental, technical and economic requirement and consequences. The misuse of potential transport fuels in stationary applications may result in a short term reduction in greenhouse gas emissions, but could ultimately result in a significant increase in greenhouse emissions, once oil and gas reserves are depleted. It is equally important to consider all greenhouse gas emissions associated with the energy chain. These include emissions associated with the winning, preparation, storage and transport of coal, which constitute a very small component of the total greenhouse gas emissions from the use of coal. However, in the case of natural gas, although greenhouse gas emissions, associated with the winning, treatment, transmission and distribution or liquefaction, transport, storage and distribution will vary for each situation, nevertheless they constitute a significant component of total greenhouse gas emissions from the use of natural gas. Control strategies aimed at stabilising greenhouse gas emissions from the use of fossil fuels should encourage more efficient production, treatment, transport and use of energy. They should not include control measures simply aimed at emissions resulting from their use. Control measures, such as a carbon tax or a CO2 tax would distort the energy mix, would impact most on those in the community who are least able to afford the cost and would not take account of total greenhouse emissions associated with energy use. In fact, they could result in a real increase in greenhouse emissions. In addition, it would hasten depletion of scarce resources of energy, ultimately leading to an increase in greenhouse gas emissions from the production of transport fuels by conversion technologies.
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Sarker, T. K., and R. L. Burritt. "DOES SELF-REGULATION IMPROVE CORPORATE ECOLOGICAL-EFFICIENCY? AN EMPIRICAL INVESTIGATION INTO THE AUSTRALIAN PETROLEUM INDUSTRY FROM 1996 TO 2002." APPEA Journal 45, no. 1 (2005): 511. http://dx.doi.org/10.1071/aj04039.
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This study presents a detailed description of greenhouse gas emissions and reduction strategies adopted by the Australian petroleum industry from 1996–2002. An empirical analysis has been undertaken to examine the impact of such strategies in improving overall industry environmental performance and has ranked them to establish their relative importance in improving corporate ecological-efficiency ratios, a relative measure of environmental performance that compares the production of oil and gas and their environmental impact added. Two major classes of environmental self-regulatory activities identified are greenhouse gas management strategies and greenhouse gas influence strategies; where the latter was found highly inconsistent throughout the study period. We found that investment in emissions abatement activities, environmental collaboration and staff training, implementation of greenhouse policies and environmental reporting act as better greenhouse gas management strategies. In contrast, changing consumer behaviour or demand side management and supporting research and development on projects that reduce greenhouse gas emissions act as better influence strategies. We predict that the two classes of environmental strategies are highly inter-linked and that an optimal combination is needed for achieving better corporate environmental performance. The study provides a basis for the improvement in greenhouse gas management that may help in attaining an effective emission management plan for the industry.
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Chocholac, Jan, Roman Hruska, Stanislav Machalik, Dana Sommerauerova, and Petr Sohajek. "Framework for Greenhouse Gas Emissions Calculations in the Context of Road Freight Transport for the Automotive Industry." Sustainability 13, no. 7 (April 6, 2021): 4068. http://dx.doi.org/10.3390/su13074068.
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The topic of greenhouse gas emissions calculations in the context of freight transport is very current. This topic is very interesting for many stakeholders, such as companies, suppliers, employees, customers, residents, etc. The automotive industry is a major producer of greenhouse gas emissions from logistic processes. Due to this fact, it is necessary to search for and create frameworks for the calculation of greenhouse gas emissions in this sector. The requirements for the calculation of greenhouse gas emissions from road freight transport in the automotive industry were identified using semi-structured interviews. Available emission freight calculators were analyzed using the content and comparative analysis. The proposed frameworks for greenhouse gas emissions calculations in the context of road freight transport of material and finished manufactured passenger cars for the automotive industry were applied in the form of an interpretative case study. The main result of the article is the proposal of the frameworks for greenhouse gas (carbon and sulfur dioxide) emissions calculations in the context of road freight transport of the material and finished manufactured passenger cars for the automotive industry. The proposed frameworks were applied and verified. The use of the proposed frameworks can be expected in logistic planning and decision-making.
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Grant, Tim, and Tom Beer. "Life cycle assessment of greenhouse gas emissions from irrigated maize and their significance in the value chain." Australian Journal of Experimental Agriculture 48, no. 3 (2008): 375. http://dx.doi.org/10.1071/ea06099.
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The life cycle assessment component of this multi-institutional project determined greenhouse gas emissions in pre-farm, on-farm and post-farm activities involved in the use of maize for the manufacture of corn chips. When the emissions were expressed in terms of carbon dioxide-equivalents (CO2-e), pre-farm emissions comprised ~6% of the life cycle emissions, on-farm activities comprised ~36% and post-farm activities accounted for ~58% of life cycle greenhouse gas emissions. We used one 400 g packet of corn chips as the functional unit. The single largest source of greenhouse emissions was the emission of nitrous oxide on the farm as a result of fertiliser application (0.126 kg CO2-e per packet). The next largest was electricity used during the manufacture of the corn chips (0.086 kg CO2-e per packet). The manufacture of the packaging (box plus packet, being 0.06 kg CO2-e) was the next largest source and then the oil for frying the corn chips (0.048 kg CO2-e per packet). Greenhouse gas emissions from fertiliser application were primarily nitrous oxide (N2O), which has a global warming potential of 310 kg CO2-e/kg N2O. In typical irrigated farm systems, these emissions, when converted to CO2-e, are almost three times more than the greenhouse gas emissions that result from energy used to pump water. However, pumping irrigation water from deep bores currently produces greenhouse gas emissions that are almost three times those from irrigation using surface waters. Greenhouse gas emissions from the use of tractors on typical farms are about one-third of the emissions from pumping water. Farm management techniques can be used to increase soil carbon and reduce greenhouse gas emissions. If farms that currently burn stubble were to implement stubble incorporation then, in the absence of other changes to the supply chain, they will achieve a 30% reduction in emissions from ‘cradle to farm-gate’. In absolute terms, when the soil carbon dioxide is included (even though soil carbon dioxide in this instance is not counted as a greenhouse gas in national and international greenhouse gas inventories), our measurements indicate that carbon dioxide and greenhouse gas emissions from farms that produce maize using stubble incorporation are 56% lower than emissions from farms that burn their stubble. The pre-farm and on-farm operations add $0.40 value per kg of CO2-e greenhouse gas emitted. Post-farm processing added $2 value per kg of CO2-e greenhouse gas emitted. Processing maize for corn chips emitted more greenhouse gases than processing the same amount of corn for starch or ethanol.
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Chocholac, Jan, Roman Hruska, Stanislav Machalik, Dana Sommerauerova, and Jiri Krupka. "Customized Approach to Greenhouse Gas Emissions Calculations in Railway Freight Transport." Applied Sciences 11, no. 19 (September 29, 2021): 9077. http://dx.doi.org/10.3390/app11199077.
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The topic of global warming is and will continue to be a crucial topic of this millennium. Freight transport, as a producer of greenhouse gas (hereinafter GHG) emissions, makes a significant contribution to the greenhouse effect. Large supply chains and large volumes of freight transport, which imply the production of significant volumes of GHG emissions, characterize the automotive industry (hereinafter AI). Thanks to these premises, it is necessary to seek and develop tools for reducing the volume of GHG emissions produced from the logistic activities of the AI, while maintaining the required level of logistic services. The assumptions for the calculation of GHG emissions from railway freight transport (hereinafter RFT) in the AI were identified through the use of semi-structured interviewing. Available railway freight GHG emission calculators were identified and analyzed from the perspective of suitability for the AI using a comparative content analysis. The main result of this manuscript is the proposal of a fully customized approach to GHG emission calculations in RFT for the AI. This approach was proposed, applied, and verified in the form of an interpretative case study. The use of this approach can be expected in support of logistic planning and decision making.
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Schafer, Andreas. "Carbon Dioxide Emissions from World Passenger Transport: Reduction Options." Transportation Research Record: Journal of the Transportation Research Board 1738, no. 1 (January 2000): 20–29. http://dx.doi.org/10.3141/1738-03.
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Today, passenger transport worldwide is responsible for almost 15 percent of anthropogenic energy-related emissions of carbon dioxide (CO2), the most abundant greenhouse gas. If the strong forces that generate travel demand and concomitant greenhouse gas emissions continue, world passenger traffic volume may rise more than fourfold over the 1990 level by 2050. During the same period, carbon dioxide emissions due to passenger transport are expected to multiply by a factor of more than 3, ultimately accounting for 2.7 billion tons of carbon in 2050. Based on these projections, the present study evaluates a range of emission-reduction options. Among these, technological measures offer the greatest potential and are key to drastically reducing carbon dioxide emissions. Radical fuel efficiency improvements in the world’s automobile fleet—along with continuations of past trends in the energy intensity of other passenger transport modes—could curtail the projected 2050 baseline emissions level by about 40 percent. Simultaneous substitution of oil products by natural gas could reduce CO2 emissions by another 25 percent and ultimately lead to emission stabilization at 1.2 billion tons of carbon in 2050; any further significant reduction in CO2 emissions would require the largescale introduction of zero-carbon fuels. Although the CO2-reduction potential of transportation systems management measures is comparatively limited, such measures are needed to abate other transport sector externalities such as accidents, noise, and traffic congestion.
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Larina, Irina Vyacheslavovna, Andrey Nikolaevich Larin, Olga Kiriliuk, and Manuela Ingaldi. "Green logistics - modern transportation process technology." Production Engineering Archives 27, no. 3 (September 1, 2021): 184–90. http://dx.doi.org/10.30657/pea.2021.27.24.
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Abstract Green logistics is the part of the activities of an enterprise aimed at measuring and minimizing the impact of logistics activities on the environment. Such actions are dictated by the possibility of achieving a competitive advantage in the market, because clients require it. Transport is a particularly important area with a huge impact on the environment, because it is identified as the fastest growing source of greenhouse gas emissions. Green transport is low-emission and ecological travelling mode. The goals of green transport are not only to reduce greenhouse gas emissions, air pollution, noise and space use, but also to reduce poverty and promote economic growth. Transport is considered green when it supports environmental sustainability, but also supports the other two pillars of sustainable development, i.e. economic and social. This paper discusses the application of the concept of "green" logistics and "green" technologies in transport in the transportation process. The modern requirements for transport in the field of environmental safety and compliance with environmental requirements both on the part of customers and on the part of states are considered.
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Pérez-López, Paula, Carles M. Gasol, Jordi Oliver-Solà, Sagrario Huelin, Ma Teresa Moreira, and Gumersindo Feijoo. "Greenhouse gas emissions from Spanish motorway transport: Key aspects and mitigation solutions." Energy Policy 60 (September 2013): 705–13. http://dx.doi.org/10.1016/j.enpol.2013.04.075.
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Fahri, Ihsan, Ahmad Kurnain, Rizqi Putri Mahyudin, and Yudi Ferrianta. "Analisis Reduksi Emisi Gas Rumah Kaca Dari Pengelolaan Sampah Padat Di Kecamatan Marabahan Kabupaten Barito Kuala Provinsi Kalimantan Selatan." EnviroScienteae 15, no. 1 (April 29, 2019): 43. http://dx.doi.org/10.20527/es.v15i1.6321.
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This study analyzes the level and status of greenhouse gas emissions or removals from solid waste management activities in Marabahan Subdistrict, Formulates an action plan for solid waste management that is low in Greenhouse Gas emissions in Marabahan Subdistrict and Projects the level and status of emissions or Greenhouse Gas absorption from waste management solid in Marabahan District until 2030, according to the 2006 IPCC BAU scenario and mitigation actions. The waste sector greenhouse gas emissions inventory results in 2016 reached 5.16 Gg CO2-eq. However, due to improvements in domestic waste management, the 2016 greenhouse gas emissions rate was reduced by 11.1% compared to the BAU scenario. In 2016, waste sector greenhouse gas emissions in the BAU scenario are projected to reach 10.61 Gg CO2-eq, and will continue to grow until 2020 to 11.14 Gg CO2-eq, and in 2030 to 12.64 Gg CO2-eq. In Action Mitigation I waste management is carried out in the community by implementing methane recovery in the waste banks and TPS 3R. In Action Mitigation II, waste management is carried out at the Final Processing Site (TPA) carried out by the local government to handle it. When compared to the BAU scenario, the design of mitigation actions I and II in the context of reducing greenhouse gas emissions resulted in a decrease of 35.2%, 59.5% and 98.3% in 2013, 2020 and 2030.
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Peters, G. P., T. B. Nilssen, L. Lindholt, M. S. Eide, S. Glomsrød, L. I. Eide, and J. S. Fuglestvedt. "Future emissions from shipping and petroleum activities in the Arctic." Atmospheric Chemistry and Physics 11, no. 11 (June 6, 2011): 5305–20. http://dx.doi.org/10.5194/acp-11-5305-2011.
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Abstract. The Arctic sea-ice is retreating faster than predicted by climate models and could become ice free during summer this century. The reduced sea-ice extent may effectively "unlock" the Arctic Ocean to increased human activities such as transit shipping and expanded oil and gas production. Travel time between Europe and the north Pacific Region can be reduced by up to 50 % with low sea-ice levels and the use of this route could increase substantially as the sea-ice retreats. Oil and gas activities already occur in the Arctic region and given the large undiscovered petroleum resources increased activity could be expected with reduced sea-ice. We use a bottom-up shipping model and a detailed global energy market model to construct emission inventories of Arctic shipping and petroleum activities in 2030 and 2050 given estimated sea-ice extents. The emission inventories are on a 1×1 degree grid and cover both short-lived components (SO2, NOx, CO, NMVOC, BC, OC) and the long-lived greenhouse gases (CO2, CH4, N2O). We find rapid growth in transit shipping due to increased profitability with the shorter transit times compensating for increased costs in traversing areas of sea-ice. Oil and gas production remains relatively stable leading to reduced emissions from emission factor improvements. The location of oil and gas production moves into locations requiring more ship transport relative to pipeline transport, leading to rapid emissions growth from oil and gas transport via ship. Our emission inventories for the Arctic region will be used as input into chemical transport, radiative transfer, and climate models to quantify the role of Arctic activities in climate change compared to similar emissions occurring outside of the Arctic region.
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Dalal, Ram C., and Diane E. Allen. "Greenhouse gas fluxes from natural ecosystems." Australian Journal of Botany 56, no. 5 (2008): 369. http://dx.doi.org/10.1071/bt07128.
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Besides water vapour, greenhouse gases CO2, CH4, O3 and N2O contribute ~60%, 20%, 10% and 6% to global warming, respectively; minor contribution is made by chlorofluorocarbons and volatile organic compounds (VOC). We present CO2, CH4 and N2O fluxes from natural and relatively unmanaged soil–plant ecosystems (the ecosystems minimally disturbed by direct human or human-induced activities). All natural ecosystems are net sinks for CO2, although tundra and wetlands (including peatlands) are large sources of CH4, whereas significant N2O emissions occur mainly from tropical and temperate forests. Most natural ecosystems decrease net global warming potential (GWP) from –0.03 ± 0.35 t CO2-e ha–1 y–1 (tropical forests) to –0.90 ± 0.42 t CO2-e ha–1 y–1 (temperate forests) and –1.18 ± 0.44 t CO2-e ha–1 y–1 (boreal forests), mostly as CO2 sinks in phytobiomass, microbial biomass and soil C. But net GWP contributions from wetlands are very large, which is primarily due to CH4 emissions. Although the tropical forest system provides a large carbon sink, the negligible capacity of tropical forests to reduce GWP is entirely due to N2O emissions, possibly from rapid N mineralisation under favourable temperature and moisture conditions. It is estimated that the natural ecosystems reduce the net atmospheric greenhouse gas (GHG) emissions by 3.55 ± 0.44 Gt CO2-e y–1 or ~0.5 ppmv CO2-e y–1, hence, the significant role of natural and relatively unmanaged ecosystems in slowing global warming and climate change. However, the impact of increasing N deposition on natural ecosystems is poorly understood, and further understanding is required regarding the use of drainage as a management tool, to reduce CH4 emissions from wetlands and to increase GHG sink from the restoration of degraded lands, including saline and sodic soils. Data on GHG fluxes from natural and relatively unmanaged ecosystems are further compounded by large spatial and temporal heterogeneity, limited sensitivity of current instruments, few and poor global distribution of monitoring sites and limited capacity of models that could integrate GHG fluxes across ecosystems, atmosphere and oceans and include feedbacks from biophysical variables governing these fluxes.
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Singh, Anil, S. Gangopadhyay, P. K. Nanda, S. Bhattacharya, C. Sharma, and C. Bhan. "Trends of greenhouse gas emissions from the road transport sector in India." Science of The Total Environment 390, no. 1 (February 2008): 124–31. http://dx.doi.org/10.1016/j.scitotenv.2007.09.027.
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Peters, G. P., T. B. Nilssen, L. Lindholt, M. S. Eide, S. Glomsrød, L. I. Eide, and J. S. Fuglestvedt. "Future emissions from oil, gas, and shipping activities in the Arctic." Atmospheric Chemistry and Physics Discussions 11, no. 2 (February 9, 2011): 4913–51. http://dx.doi.org/10.5194/acpd-11-4913-2011.
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Abstract. The Arctic sea-ice is retreating faster than predicted by climate models and could become ice free during summer this century. The reduced sea-ice extent may effectively "unlock" the Arctic Ocean to increased human activities such as transit shipping and expanded oil and gas production. Travel time between Europe and the north Pacific Region can be reduced by up to 50% with low sea-ice levels and the use of this route could increase substantially as the sea-ice retreats. Oil and gas activities already occur in the Arctic region and given the large undiscovered petroleum resources increased activity could be expected with reduced sea-ice. We use a detailed global energy market model and a bottom-up shipping model with a sea-ice module to construct emission inventories of Arctic shipping and petroleum activities in 2030 and 2050. The emission inventories are on a 1× 1 degree grid and cover both short-lived pollutants and ozone pre-cursors (SO2, NOx, CO, NMVOC, BC, OC) and the long-lived greenhouse gases (CO2, CH4, N2O). We find rapid growth in transit shipping due to increased profitability with the shorter transit times compensating for increased costs in traversing areas of sea-ice. Oil and gas production remains relatively stable leading to reduced emissions from emission factor improvements. The location of oil and gas production moves into locations requiring more ship transport relative to pipeline transport, leading to rapid emissions growth from oil and gas transport via ship. Our emission inventories for the Arctic region will be used as input into chemical transport, radiative transfer, and climate models to quantify the role of Arctic activities in climate change compared to similar emissions occurring outside of the Arctic region.
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Wiryoatmojo, Suyono. "Emisi Gas Kaca Pesawat Udara di Indonesia." WARTA ARDHIA 40, no. 1 (March 31, 2014): 1–18. http://dx.doi.org/10.25104/wa.v40i1.159.1-18.
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One of the environmental problrms facing the world today is the phenomenon of global warming that is caused by greenhouse gas emissions. Many human activities that cause greenhouse gas emissions that cause global warming, among others, is the consumption of energy derived from fossil fuels, including fuels for the transport sector, particularly air transport. This research conducted the calculation of greenhouse gas emissions produced by aircraft operation in Indonesia in 2012 and the predictions of greenhouse gases up to 2030. The calculation refers to the emission inventory Guidebook 2013, and following the procedure has been set by the International Civil Aviation Organization (ICAO). Based on the calculation results showed that aircraft greenhouse gas emissions in Indonesia in 2012 dominated by C02 gas that is equal to 8145 kTon (99.7%) while the hydrocarbon gas emissions of 1.04 kTon. By 2030, greenhouse das emissions aircraft in Indonesia is expected to reach 16814 kTon.Salah satu permasalahan lingkungan yang dihadapi dunia Saat ini adalah adanya fenomena pemanasan global yang antara lain disebabkan oleh emisi gas rumah kaca. Aktifitas manusia yang banyak menyebabkan emisi gas rumah kaca penyebab pemanasan global antara lain adalah konsumsi energi yang berasal dari bahan bakar fosil termasuk bahan bakar untuk sektor transportasi khususnya transportasi udara. Dalam penelitian ini dilakukan perhitungan emisi Gas Rumah Kaca yang dihasilkan pesawat udara di Indonesia pada tahun 2012 dan prediksi gas rumah kaca sampai dengan tahun 2030. Perhitungan dan prediksi emisi gas rumah kaca pesawat udara pada penelitian ini mengacu pada emission inventory guidebook 2013 dan mengikuti prosedur yang telah ditetapkan oleh Civil Aviation Organization (ICAO). Berdasarkan hasil perhitungan didapatkan hahwa emisi GRK pesawat udara di Indonesia pada tahun 2012 didominasi oleh gas CO2 yaitu sebesar 8.145 kTon (99.7%) sedangkan emisi gas hidrokarbon sebesar 1,04 kTon Pada tahun 2030, emisi gas rumah kaca pesawat udara di Indoneisa diprediksikan mencapai 16.814 kTon.
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Miah, Md Danesh, and M. Abubokor Siddik. "Greenhouse Gas Emissions from Municipal Solid Waste Management of the Chittagong City Corporation." Chittagong University Journal of Science 40, no. 1 (June 28, 2018): 21–46. http://dx.doi.org/10.3329/cujs.v40i1.47907.
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Municipal solid waste (MSW) management has an impact on climate generating greenhouse gases (GHG). To quantify GHG emission from MSW management activities (transportation, composting, recycling and landfill), this study was conducted in the Chittagong City Corporation (CCC). Data were collected about detail MSW management activities of the CCC through conducting a structured questionnaire survey on related personnel with MSW management. To collect data about recycling, another questionnaire survey was conducted on all junkshops near to both dumping sites (Anandabazar and Arefin Nogor) of the CCC. The study found that, composting and recycling of MSW have a positive contribution in reducing GHG emission. Transportation and land-filling of MSW have a contribution in GHG emission. The amount of GHG emission from the existing MSW management system of the CCC is 31,904.68 tons of CO2-eq per month. The life cycle assessment (LCA) study on composting shows that, the reduction of GHG emission is 3.66 tons of CO2-eq per ton of produced compost. The study finding is expected to contribute to the field of climate change mitigation in Bangladesh.
The Chittagong Univ. J. Sci. 40(1) : 21-46, 2018
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Slamet, Nuryanto S., Paul Dargusch, Ammar A. Aziz, and David Wadley. "Sources of Greenhouse Gas Emissions from Land Reclamation Development in Indonesia." Case Studies in the Environment 2, no. 1 (2018): 1–9. http://dx.doi.org/10.1525/cse.2017.000919.
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Land reclamation activities can, directly and indirectly, impact the environment. Examples of direct effects include alterations in coastal geomorphology, variations in the chemical content of water and changes in biological composition along the littoral zone. The indirect impacts can involve geological changes and increase vulnerability to natural disasters. Reclamation processes also result in greenhouse gas (GHG) emissions from vehicle and machinery fuel use and through the release of carbon stored in vegetation, soils and sediment in mangroves and seagrass ecosystems. Considering the global extent of land reclamation, the scale of these emissions is likely to be of widespread interest. The case of Jakarta Bay provides useful insights that can contribute to the improved environmental management of kindred land development projects in Indonesia and other parts of Asia. More than 5,100 ha of new land mass is planned from the Jakarta Bay reclamation. Preliminary analysis suggests that 30% of the planned area will require more than 150.7 million cubic metres of sand sourced from 8,628 ha of marine quarry area. In this study, we examine the sources of GHG emissions in these activities and the potential opportunities available to reduce them. The audience for this paper includes policymakers, environmental practitioners, city developers and postgraduate scholars dealing with land reclamation or other major infrastructure developments.
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Odewale, Stephen Ayodele, Jacob Ademola Sonibare, and Lukuman Adekilekun Jimoda. "Electricity sector’s contribution to greenhouse gas concentration in Nigeria." Management of Environmental Quality: An International Journal 28, no. 6 (September 11, 2017): 917–29. http://dx.doi.org/10.1108/meq-07-2016-0048.
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Purpose Recent developments in the electricity generation sector of Nigeria necessitated the re-assessment of its contribution to air emission level in the country as information provided by previous inventory is nearly out-of-date. The purpose of this paper is to quantify the carbon dioxide (CO2) emissions generated from existing thermal power plants in the country. Design/methodology/approach Thermal power plants in Nigeria and their installed capacities were identified, and estimation of CO2 emission from each of the plants was carried out using the emission factor method. In addition to the direct emissions generated through the combustion operation of the power plants, indirect emissions resulting from upstream activities such as extraction, production, and transportation of fuels consumed by the thermal power plant was determined using the same method. Findings In total, 40 thermal power plants are currently operational in Nigeria. Additional 18 thermal plants are at different stages of completion. The operational thermal plants have average generation output of 40 percent of their installed capacity and produce 87.3 million metric tonne (mmt)/annum CO2 emissions. In total, 66.9 percent of the estimated emissions are direct emissions, i.e. fuel combustion emissions; the rest are indirect emissions. Additional 67.9 mmt was estimated as expected overall emissions from the thermal power plants under construction. Considering the global warming potential of CO2, proactive measures must be taken to regulate its emissions from the country’s thermal power plants. Originality/value This paper bridged the information gap existing in the emission inventory from the Nigeria electricity sector by providing up-to-date data on the contribution of the sector to greenhouse gas emission level in the country.
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Regmi, Madan B. "A Review of Transport Policies in Support of Climate Actions in Asian Cities and Countries." Earth 2, no. 4 (October 10, 2021): 731–45. http://dx.doi.org/10.3390/earth2040043.
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Asia is one of the continents that is the most affected by the impacts of climate change. Asian countries need to take climate actions and mitigate emissions from the urban passenger transport sector. Despite some progress in improving urban mobility in Asian cities, greenhouse gas emissions from the transport sector continue to rise. Policy makers who are responsible for managing mobilities must play a major role in decarbonizing the transport sector. In this context, this paper reviews the efforts of selected Asian countries and cities towards reducing greenhouse gas emissions from the urban transport sector. It will analyze their pledges in the Nationally Determined Contributions submitted to the United Nations Framework Convention on Climate Change and will review their relevant transport sector strategies, policies, and practices. It will also look at trends in transport sector emissions and air pollution in different cities, including the short-term impacts of COVID-19. Lastly, it reviews governance issues and the roles that institutions should play to implement polices to decarbonize transport. Based on this analysis, this paper offers policy suggestions to accelerate actions, enhance cross-sectoral coordination, and move towards carbon neutrality in the transport sector in Asia.
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Xue, Jian, Zeeshan Rasool, Raima Nazar, Ahmad Imran Khan, Shaukat Hussain Bhatti, and Sajid Ali. "Revisiting Natural Resources—Globalization-Environmental Quality Nexus: Fresh Insights from South Asian Countries." Sustainability 13, no. 8 (April 10, 2021): 4224. http://dx.doi.org/10.3390/su13084224.
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Widespread interference of human activities has resulted in major environmental problems, including pollution, global warming, land degradation, and biodiversity loss, directly affecting the sustainability and quality of the environment and ecosystem. The study aims to address the impact of the extraction of natural resources and globalization on the environmental quality in the South Asian countries for the period 1991–2018. A new methodology Dynamic Common Correlated Effects is used to deal with cross-sectional dependence. Most previous studies use only carbon dioxide emissions, which is an inadequate measure of environmental quality. Besides carbon dioxide emissions, we have used other greenhouse gas emissions like nitrous oxide and methane emissions with a new indicator, “ecological footprint”. Long-run estimation results indicate a positive and significant relationship of natural resources with all greenhouse gas emissions and a negative association with the ecological footprint. Globalization shows a negative association with carbon dioxide emissions and nitrous oxide emissions and a positive relationship with the ecological footprint. Institutional performance is negatively correlated with carbon dioxide emissions, methane emissions, and ecological footprint while positively associated with nitrous oxide emissions. The overall findings highlight the pertinence of reducing greenhouse gas emissions and ecological footprint, proper utilizing of natural resources, enhancing globalization, and improving institutional performance to ensure environmental sustainability.
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Wu, Jingwei, Qisen Zhang, Chenyao Guo, Qiangkun Li, Yawei Hu, Xinman Jiang, Yanchao Zhao, Jing Wang, and Qiang Zhao. "Effects of Aeration on Pollution Load and Greenhouse Gas Emissions from Agricultural Drainage Ditches." Water 14, no. 22 (November 21, 2022): 3783. http://dx.doi.org/10.3390/w14223783.
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Human activities input a large amount of carbon and nitrogen nutrients into water, resulting in inland freshwater becoming an important source of greenhouse gas (GHG) emissions. Agricultural drainage ditches are the main transport route of non-point source pollution. Understanding the rules for how greenhouse gas emissions from drainage ditches impact the environment can help to accurately estimate the greenhouse effect of agricultural systems. However, current research mainly focuses on the effect of different measures on the migration and transformation process of pollutants in drainage ditches. The process of greenhouse gas emissions when the non-point source of pollution is transported by drainage ditches is still unclear. In this study, the influence of aeration on the pollution load and GHG emission process of a drainage ditch in a paddy field was explored. The following conclusions were drawn: Aeration reduced the content of nitrate nitrogen in the water but had no significant effect on the content of ammonium nitrogen and it reduced the chemical oxygen demand (COD) of water by 24.9%. Aeration increased the potential of hydrogen (PH), dissolved oxygen (DO) and oxidation–reduction potential (ORP) of water and reduced the total organic carbon content, microbial carbon content and soluble carbon content of the soil in the sediment. Aeration reduced the N2O and CH4 emission fluxes and increased the CO2 emission fluxes in the drainage ditch, but it reduced the greenhouse effect generated by the drainage ditch by 33.7%. This study shows that aeration can reduce both the pollution load and the greenhouse gas emission flux in drainage ditches.
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Panda, Amrita Kumari, Rojita Mishra, Joystu Dutta, Zishan Ahmad Wani, Shreekar Pant, Sazada Siddiqui, Saad Abdulrahman Alamri, Sulaiman A. Alrumman, Mohammed Ali Alkahtani, and Satpal Singh Bisht. "Impact of Vermicomposting on Greenhouse Gas Emission: A Short Review." Sustainability 14, no. 18 (September 9, 2022): 11306. http://dx.doi.org/10.3390/su141811306.
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The implementation of cutting-edge agricultural practices provides tools and techniques to drive climate-smart agriculture, reduce carbon emissions, and lower the carbon footprint. The alteration of climate conditions due to human activities poses a serious threat to the global agricultural systems. Greenhouse gas emissions (GHG) from organic waste management need urgent attention to optimize conventional composting strategies for organic wastes. The addition of various inorganic materials such as sawdust and fly ash mitigate GHG during the vermicomposting process. This paper critically investigates the factors responsible for GHG emissions during vermicomposting so that possible threats can be managed.
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Kosai, Shoki, Sazalina Zakaria, Hang Seng Che, Md Hasanuzzaman, Nasrudin Abd Rahim, Chiakwang Tan, Radin Diana R. Ahmad, et al. "Estimation of Greenhouse Gas Emissions of Petrol, Biodiesel and Battery Electric Vehicles in Malaysia Based on Life Cycle Approach." Sustainability 14, no. 10 (May 10, 2022): 5783. http://dx.doi.org/10.3390/su14105783.
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A steady rise in the ownership of vehicles in Malaysia has drawn attention to the need for more effective strategies to reduce the emissions of the road transport sector. Although the electrification of vehicles and replacing petrol with biofuel are the strategies being considered in Malaysia, these strategies have yet to be fully evaluated from an environmental perspective. In this study, a life cycle assessment was conducted to compare the greenhouse gas emissions of different types of transportation means (passenger cars, two-wheelers (motorbikes), and buses) with several types of powertrains (petrol, biodiesel, electricity) based on multiple lifecycle stages in Malaysia. The impact of considering land use change for the biodiesel production in the LCA was also considered in this study. It was found that the transition from internal combustion engine vehicles fueled by petrol to electric vehicles would reduce the greenhouse gas emission for passenger cars, two-wheelers, and buses. However, because the greenhouse gas emissions of biodiesel-fueled vehicles are higher than those of petrol-fueled vehicles, even without considering land use change, the results indicate that the transition from a 10% to 20% biofuel blend, which is a current strategy in Malaysia, will not result in a reduction in greenhouse gas emissions for the transport sector in Malaysia.
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Malyarenko, O. Ye, N. Yu Maistrenko, and G. G. Panchenko. "Forecast estimation of the reduction of greenhouse gas emissions from the use of coal in the economy of Ukraine." Problems of General Energy 2021, no. 1 (March 24, 2021): 60–67. http://dx.doi.org/10.15407/pge2021.01.060.
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This paper is devoted to the study of reducing greenhouse gas emissions in the predicted use of coal for the future, which is projected in the economic development of Ukraine until 2040. We analyzed the directions of present-day and promising use of coal in Ukraine according to the scenarios of its economic development with regard for the expected changes in its structure and volumes of technological energy saving for major consumers. The complexity of approach lies in taking into account the relations between economic, environmental, and energy challenges and constraints, i.e., determining the projected demand for coal takes into account the artificial restriction of access to energy resources in eastern Ukraine due to hostilities, restructuring the economy for military needs, and limited access to natural gas deposits as an alternative fuel in the Black Sea. The key issue in forecasting the demand for coal remains the maximally possible replacement of coal deficit by other, more affordable fuels (other brands of coal). It is important that Ukraine has acceded to the EU Directive on Reducing Greenhouse Gas Emissions and developed a National Plan to Reduce Emissions from Large Combustion Plants. Taking into account the assertions of this Directive, we determined the options of forecasted demand for electricity, heat and coal by 2040 in the country, aggregated economic activities, and for the population in the conservative scenario and calculated the forecasts of greenhouse gas emissions from using coal by consumer groups according to these options. With the introduction of technically possible volumes of technological energy saving in such sections of the economy as Agriculture, Transport, and Other economic activities, there will be an increase in greenhouse gas emissions from coal use, which are in significant relative to emissions in the industrial sector and the country as a whole. In the section Energy (Electricity supply, Water supply, etc.), the growth of coal consumption is caused by the predicted structure of electricity generating capacities, which is presented in the publication [5]. However, in the Mining and Processing Industry, a significant reduction of these emissions is expected, and, in the country as a whole by 2040, the total reduction will reach at least 3466 thousand tons of CO2-eq. at using coal. Keywords: demand, coal, structure of economy, technological potential of energy saving, greenhouse gas emissions
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Brock, Philippa, Patrick Madden, Graeme Schwenke, and David Herridge. "Greenhouse gas emissions profile for 1 tonne of wheat produced in Central Zone (East) New South Wales: a life cycle assessment approach." Crop and Pasture Science 63, no. 4 (2012): 319. http://dx.doi.org/10.1071/cp11191.
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Life Cycle Assessment (LCA) has become an increasingly common approach across different industries, including agriculture, for environmental impact assessment. A single-issue LCA focusing on greenhouse gas emissions was conducted to determine the emissions profile and total carbon footprint of wheat produced in the Central Zone (East) of New South Wales. Greenhouse gas emissions (in carbon dioxide equivalents; CO2-e) from all stages of the production process, both pre-farm and on-farm, were included. Total emissions were found to be 200 kg CO2-e per t of wheat at the farm gate, based on a 3.5 t/ha grain yield. The relative contribution of greenhouse gas emissions from different components of the production system was determined, with most emissions (37%) coming from pre-farm production and transport of fertiliser (30%) and lime (7%) and from the nitrous oxide (N2O) emitted from the nitrogenous fertiliser applied to the crop (26%). Other important emissions included the CO2 emissions from the use of fertiliser and lime (15%) and the production, transport and use of diesel (16%). The relative importance of other minor emissions is also discussed. For a higher yielding crop (5.0 t/ha), total emissions were found to be 150 kg CO2-e per t of wheat. This paper considers the effect of different management scenarios on the emissions profile and the effect of adopting a N2O emissions factor, which is based on current New South Wales field research, rather than the current Australian National Greenhouse Accounts National Inventory Report default value. This LCA provides a template from which comparative farming systems LCA can be developed and provides data for the Australian Life Cycle Inventory.
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Chłopek, Zdzisław, Anna Olecka, Krystian Szczepański, and Katarzyna Bebkiewicz. "Share of road transport in greenhouse gas emissions in Poland in 1988–2015." Environmental Protection and Natural Resources 29, no. 3 (September 1, 2018): 13–20. http://dx.doi.org/10.2478/oszn-2018-0014.
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Abstract The results of an analysis of the greenhouse gas (GHG) emission inventory in Poland in the years 1988–2015 are presented, paying special attention to the impact of road transport on the intensification of greenhouse effect. The analysis was made based on the official results compiled by the National Centre for Emissions Management and Balancing (KOBiZE) at the Institute of Environmental Protection – National Research Institute. It was found that carbon dioxide emission represented the dominant part of the total GHG emissions, despite that there were other gases having far greater greenhouse effect potential. There was a general downward trend for the national annual emission of basic GHGs. The estimated share of road transport in the GHGs emission was not high: from 4% in 1988 to around 12% in 2015. For motor vehicles, there is a dominant share in the GHGs emissions of passenger cars: (50 ÷ 60)%. In the years 1988–2015, there was a relative decrease by about 32% in the national annual emission of carbon dioxide equivalent from all sources covered by the inventory. That notwithstanding, the national annual emission of carbon dioxide equivalent arising from transportation increased generally by about 93% and that from the road transport increased by as much as 117%. The increase in GHGs emissions from motor vehicles resulted mainly from a significant growth in car numbers. Technical progress in the construction of motor vehicles can be evaluated by considering the average annual emission of carbon dioxide equivalent from a conventional car, which has been decreasing since 1998.
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Singh, Ajay K. "Better accounting of greenhouse gas emissions from Indian coal mining activities — A field perspective." Environmental Practice 21, no. 1 (January 2, 2019): 36–40. http://dx.doi.org/10.1080/14660466.2019.1564428.
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LUIZ, Alfredo José Barreto, and Magda Aparecida de LIMA. "APPLICATION OF THE KOLMOGOROV-SMIRNOV TEST TO COMPARE GREENHOUSE GAS EMISSIONS OVER TIME." REVISTA BRASILEIRA DE BIOMETRIA 39, no. 1 (March 30, 2021): 60–70. http://dx.doi.org/10.28951/rbb.v39i1.498.
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The national inventories of greenhouse gas (GHG) emissions, which are periodically prepared by countries that signed the Climate Change Convention, compute emissions from anthropogenic sources among them agricultural activities. The protocols established within the scope of the International Panel on Climate Change (IPCC) make it possible to estimate these emissions. These protocols use standard emission factors that vary according to the characteristics of the monitored activities and only scientific research, published in journals of recognized quality, can establish other local factors. Brazilian researchers carry out experiments to measure GHG emissions from agricultural activities, aiming to calculate specific parameters for the national climatic and management conditions. These field experiments are complex, costly, with a limited number of repetitions and, eventually, high natural variability. Often, these limitations result in the inability of the analysis of variance (ANOVA) to identify differences between treatments. The objective of this work is to present the non-parametric Kolmogorov-Smirnov (KS) test as an alternative to compare the effect of flooded irrigation management on methane (CH4) emission throughout the rice crop cycle. We present a case study in which ANOVA produced non-significant results for the adjustment of the model while the KS identified the emission curves as significantly different. The KS test could be adapted, via the SAS NPAR1WAY routine, to compare events with responses over time, such as methane emissions in flooded rice, resulting in test values and graphs that are easy to understand and interpret.
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Škorupa, Milan, Tomáš Čechovič, Martin Kendra, and Borut Jereb. "Case Study of the Impact of the Co2 Emissions Trend from Transport on the External Costs in Slovakia and Slovenia." Transport technic and technology 14, no. 2 (December 1, 2018): 23–27. http://dx.doi.org/10.2478/ttt-2018-0007.
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Abstract Transport is one of the human activities that increases the amount of greenhouse gases in the air. CO2 is the main cause of global warming and contribute for around 80 % of all greenhouse gas emissions. The paper presents CO2 production based on the amount of sold fuel in Slovakia and Slovenia. Based on the obtained data, the calculations about the production of CO2 according to the type of fuel was made. The conducted research has focused on the issue of traffic congestion and to reduce CO2 emissions by 15 % in total by 2030, as Slovakia and Slovenia concluded an agreement with other EU members in 2009. External costs calculation was made with average price of 1 tonne emission credit in 2016 and with presumed average price in 2019. The case study takes into account the consumption of the gasoline and diesel in transport throughout all Slovakia and in Slovenia.
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Udara Willhelm Abeydeera and Karunasena. "Carbon Emissions of Hotels: The Case of the Sri Lankan Hotel Industry." Buildings 9, no. 11 (October 30, 2019): 227. http://dx.doi.org/10.3390/buildings9110227.
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The need to mitigate climate change has become a major global concern, and greenhouse gas emissions are a major cause of global climate change. Therefore, the need to curb greenhouse gas emissions has been well recognized by global researchers, policymakers and academics. Carbon emissions of hotel operations have seized the attention of global researchers. However, carbon emissions of the hotels in developing countries remain to be a less explored domain. Therefore, carbon emissions of Sri Lankan hotels were explored using a case study approach. Five hotels in the Colombo suburb were explored, which revealed that each hotel released more than 7000 tons of carbon annually. Results further indicated the use of purchased electricity as the dominant source of carbon emissions. Emissions caused by transport activities were not included in the calculations due to the unavailability of data. Recommendations were made to overcome the issues identified during data collection as well as to reduce the carbon emissions from hotel operations. Wider adoption of the methodology used in this research will benefit the hotels to keep track of the carbon emissions using a systematic approach.
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Aletta, Francesco, Andrea Gemma, Livia Mannini, and Sergio Maria Patella. "Comparing pre- and post-pandemic greenhouse gas and noise emissions from road traffic in Rome (Italy): a multi-step approach." Noise Mapping 9, no. 1 (January 1, 2022): 204–10. http://dx.doi.org/10.1515/noise-2022-0161.
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Abstract This study presents the results of a traffic simulation analysis and emissions (greenhouse gas and noise) assessment comparing pre-pandemic (2019) and post-pandemic (2022) periods. The estimation of road traffic demand is based on conventional data sources and floating car data; next, the traffic simulation procedure was performed providing road network traffic volumes, which are the input for the emission models. The diffusion of teleworking, e-commerce, as well as the digitization of many processes, services and activities, lead to a significant change in urban mobility. Results show a significant though still not complete resumption of commuters travel activity (−10% compared to pre-pandemic period) in the morning peak-hour. This translates into an 11% reduction of greenhouse gas emissions and a 0.1% increase in noise emissions.
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Marlina, Eulis Tanti, Ellin Harlia, Yuli Astuti Hidayati, and Deden Zamzam Badruzzaman. "Penyuluhan Pengolahan Limbah Ternak dalam Upaya Mengurangi Emisi Gas Rumah Kaca." ETHOS: Jurnal Penelitian dan Pengabdian kepada Masyarakat 9, no. 2 (June 30, 2021): 307–15. http://dx.doi.org/10.29313/ethos.v9i2.7684.
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Abstract. Livestock waste is one of the contributors to greenhouse gas emissions, therefore it needs proper handling so that the impact on the environment can be minimized. Therefore, socialization and education on waste handling is carried out in an effort to reduce greenhouse gas emissions. Socialization to farmer is done online using whatsapp and zoom meetings platform. Partner are farmers from Cileles and Cilayung Villages, Jatinangor Sumedang District. Waste treatment extension activities as an effort to reduce greenhouse gas emissions are carried out by creating audio visuals in the form of videos and e-flyers uploaded to the media youtube and whatsapp partner groups. In general, farmers understand that the waste generated from their livestock activities must be managed properly, but they do not understand that the impact of improper management will result in greenhouse gas emissions. After extension activities was carried out, there was an increase in farmers' knowledge, both on the potential of livestock waste is one of as a greenhouse gases contributors and good waste processing techniques.Keywords: animal waste, organic fertilizer, greenhouse gasAbstrak. Limbah peternakan memberi kontribusi yang cukup besar terhadap peningkatan emisi gas rumah kaca, diperlukan penanganan yang tepat sehingga dampak terhadap lingkungan dapat diminimalkan. Oleh karena itu, dilakukan sosialisasi dan edukasi penanganan limbah ternak sebagai upaya mengurangi emisi gas rumah kaca. Mitra merupakan peternak yang berasal dari Desa Cileles dan Desa Cilayung Kecamatan Jatinangor Sumedang. Kegiatan penyuluhan pengolahan limbah sebagai upaya mengurangi emisi gas rumah kaca dilakukan dengan membuat audio visual berupa video dan e-flyer yang diunggah ke media youtube dan whatsapp grup mitra. Metode yang digunakan adalah penyuluhan secara daring menggunakan media zoom meeting. Secara umum peternak mengerti bahwa limbah yang ditimbulkan dari kegiatan usahanya harus dikelola dengan baik, namun mereka tidak memahami bahwa dampak pengelolaan yang tidak tepat akan mengakibatkan emisi gas rumah kaca. Setelah dilakukan penyuluhan, terdapat peningkatan pengetahuan peternak baik potensi limbah ternak sebagai kontributor gas rumah kaca maupun teknik pengolahan limbah yang baik.Kata Kunci: limbah ternak, pupuk organik, gas rumah kaca
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Tchanche, Bertrand. "Dynamics of Greenhouse Gas (GHG) Emissions in the Transportation Sector of Senegal." Earth 2, no. 1 (December 23, 2020): 1–15. http://dx.doi.org/10.3390/earth2010001.
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The transportation sector of Senegal is dominated by the road subsector, which relies on fossil fuels: gasoline and diesel. Their combustion generates substances such as carbon dioxide, methane, nitrous oxide, and many others responsible for climate change, which has negative impacts on the environment, human health, and activities. This study is based on data collected from Senegal’s official reports on transport and energy, and Intergovernmental Panel on Climate Change (IPCC) greenhouse gases’ analysis methods. In the period 2000–2013, growing emissions were experienced, reaching up to 2.38 × 106 tCO2-eq in 2013. The aging vehicle fleet (~20 years old on average), made up of light-duty vehicles (around 85%), a fast-growing number of imported cars, and the predominance of diesel engines (around 59%) are the aggravating factors. Beyond climate change, other gaseous substances resulting from the combustion of fuels such as carbon monoxide (CO), sulfur oxide (SO2), and particle matters (PMs) contribute to the deterioration of the outdoor air quality. Therefore, it is becoming urgent to monitor the evolution of these emissions and take appropriate measures to reduce their concentrations in the atmosphere. The Government of Senegal has taken a step forward through the modernization of transport infrastructure, and the creation of a center dedicated to the monitoring of outdoor air quality (Centre de Gestion de la Qualité de l’Air—CGQA) and a center in charge of the technical control of vehicles (Centre de Contrôle Technique des Véhicules Automobiles—CCTVA) in Dakar, but much remains to be done.
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Nurani, Idea Wening, Sandy Budi Wibowo, Zithny Ilman Prihastopo, Aura Puteri Pelangi, and Sunardi Sunardi. "Contribution of waste bank in reducing greenhouse gas emissions in Bandung Regency." E3S Web of Conferences 200 (2020): 02004. http://dx.doi.org/10.1051/e3sconf/202020002004.
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Households with all their activities produce waste which can be a source of GHG emissions if not managed properly. Reducing waste from its source is one of the ways to reduce GHG emissions. In Bandung Regency, one of the ways to reduce household waste is by running the Waste Bank program. Research is needed to find out how much the reduction of GHG emissions from waste management in the Waste Bank. This study used a combination of quantitative and qualitative methods with descriptive analysis including IPCC method to estimate GHG emission reductions from waste management and in-depth interview with the operators in one of the Master Waste Banks (Bank Sampah Induk) in Bandung Regency, Y Waste Bank. The results showed that the potential GHG emission reductions from Y Waste Bank reached 0.016 Gg CH4 or equivalent to 401.273 tons of CO2eq, reducing GHG emissions from total household waste in Bandung Regency by 0.0007 %. Program and technology innovations and also assistance for customers or fostered groups are expected to be able to increase the quantity of waste managed at the Y Waste Bank up to the household level so that it can give higher contribution in reducing GHG emissions in Bandung Regency.
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Alhindawi, Reham, Yousef Abu Nahleh, Arun Kumar, and Nirajan Shiwakoti. "Projection of Greenhouse Gas Emissions for the Road Transport Sector Based on Multivariate Regression and the Double Exponential Smoothing Model." Sustainability 12, no. 21 (November 3, 2020): 9152. http://dx.doi.org/10.3390/su12219152.
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The economic and health impacts resulting from the greenhouse effect is a major concern in many countries. The transportation sector is one of the major contributors to greenhouse gas (GHG) emissions worldwide. Almost 15 percent of the global GHG and over 20 percent of energy-related CO2 emissions are produced by the transportation sector. Quantifying GHG emissions from the road transport sector assists in assessing the existing vehicles’ energy consumptions and in proposing technological interventions for enhancing vehicle efficiency and reducing energy-supply greenhouse gas intensity. This paper aims to develop a model for the projection of GHG emissions from the road transport sector. We consider the Vehicle-Kilometre by Mode (VKM) to Number of Transportation Vehicles (NTV) ratio for the six different modes of transportation. These modes include motorcycles, passenger cars, tractors, single-unit trucks, buses and light trucks data from the North American Transportation Statistics (NATS) online database over a period of 22 years. We use multivariate regression and double exponential approaches to model the projection of GHG emissions. The results indicate that the VKM to NTV ratio for the different transportation modes has a significant effect on GHG emissions, with the coefficient of determination adjusted R2 and R2 values of 89.46% and 91.8%, respectively. This shows that VKM and NTV are the main factors influencing GHG emission growth. The developed model is used to examine various scenarios for introducing plug-in hybrid electric vehicles and battery electric vehicles in the future. If there will be a switch to battery electric vehicles, a 62.2 % reduction in CO2 emissions would occur. The results of this paper will be useful in developing appropriate planning, policies, and strategies to reduce GHG emissions from the road transport sector.
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De Luca, Giovanni, and Federica Pizzolante. "Detecting Leaders Country from Road Transport Emission Time-Series." Environments 8, no. 3 (February 27, 2021): 18. http://dx.doi.org/10.3390/environments8030018.
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Nowadays, climate change and global warming have become the main concerns worldwide. One of the main causes are the greenhouse gas (GHG) emissions produced by human activities, especially by the transportation sector. The adherence to international agreements and the implementation of climate change policy are necessary conditions for reducing environmental problems. This paper investigates the lead–lag relationship between Organization for Economic Co-operation and Development (OECD) and Annex I member countries on road transport emission performance focusing on the statistical analysis of the lead–lag relationships between the road transport emission time-series from 1970–2018 extracted by the Emissions Database for Global Atmospheric Research (EDGAR) database. The analysis was carried out using the cross-correlation function between each pair of the countries’ time-series considered. Empirical results confirm that some nations have been playing a role as leaders, while others as followers. Sweden can be considered the leader, followed by Germany and France. By analyzing their environmental policy history, we can figure out a common point that explains our results.
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Bendere, R., I. Teibe, D. Arina, and J. Lapsa. "Greenhouse Gas Emission Reduction Due to Improvement of Biodegradable Waste Management System." Latvian Journal of Physics and Technical Sciences 51, no. 6 (December 1, 2014): 26–40. http://dx.doi.org/10.1515/lpts-2014-0034.
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Abstract To reduce emissions of greenhouse gas (GHG) from landfills, the European Union (EU) Landfill Directive 1999/31/EC requires that there be a progressive decrease in the municipal biodegradable waste disposal. The main problem of waste management (WM) in Latvia is its heavy dependence on the waste disposal at landfills. The poorly developed system for the sorted municipal waste collection and the promotion of landfilling as a major treatment option led to the disposal of 84% of the total collected municipal waste in 2012, with a high biodegradable fraction. In Latvia, the volume of emissions due to activities of the WM branch was 5.23% (632.6 CO2 eq.) of the total GHG emissions produced in the National economy in 2010 (12 097 Gg CO2 eq., except the land use, land-use change and forestry). Having revised the current situation in the management of biodegradable waste in Latvia, the authors propose improvements in this area. In the work, analysis of environmental impact was carried out using Waste Management Planning System (WAMPS) software in the WM modelling scenarios. The software computes the emissions, energy and turnover of waste streams for the processes within the WM system such as waste collection and transportation, composting, anaerobic digestion, and the final disposal (landfilling or incineration). The results of WAMPS modelling are presented in four categories associated with the environmental impact: acidification, global warming, eutrophication and photo-oxidant formation, each characterised by a particular emission. These categories cover an integrated WM system, starting with the point when products turn to waste which is then thrown into the bin for waste at its generation source, and ending with the point where the waste transforms either into useful material (recycled material, biogas or compost) or contributes to emissions into environment after the final disposal at a landfill or an incineration plant