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| 1 |
ID:
137697
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| Summary/Abstract |
The CA-TIMES optimization model of the California Energy System (v1.5) is used to understand how California can meet the 2050 targets for greenhouse gas (GHG) emissions (80% below 1990 levels). This model represents energy supply and demand sectors in California and simulates the technology and resource requirements needed to meet projected energy service demands. The model includes assumptions on policy constraints, as well as technology and resource costs and availability. Multiple scenarios are developed to analyze the changes and investments in low-carbon electricity generation, alternative fuels and advanced vehicles in transportation, resource utilization, and efficiency improvements across many sectors. Results show that major energy transformations are needed but that achieving the 80% reduction goal for California is possible at reasonable average carbon reduction cost ($9 to $124/tonne CO2e at 4% discount rate) relative to a baseline scenario. Availability of low-carbon resources such as nuclear power, carbon capture and sequestration (CCS), biofuels, wind and solar generation, and demand reduction all serve to lower the mitigation costs, but CCS is a key technology for achieving the lowest mitigation costs.
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| 2 |
ID:
150781
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| Summary/Abstract |
The demand for transport services is expected to rise, causing the CO2 emissions level to increase as well. In Malaysia, the transportation sector accounts for 28% of total CO2 emissions, of which 85% comes from road transport. By 2020, Malaysia is targeting a reduction in CO2 emissions intensity by up to 40% and in this effort the role of road transport is paramount. This paper attempts to investigate effective policy options that can assist Malaysia in reducing the CO2 emissions level. An Optimisation model is developed to estimate the potential CO2 emissions mitigation strategies for road transport by minimising the CO2 emissions under the constraint of fuel cost and demand travel. Several mitigation strategies have been applied to analyse the effect of CO2 emissions reduction potential. The results demonstrate that removal of fuel price subsidies can result in reductions of up to 652 ktonnes of fuel consumption and CO2 emissions can be decreased by 6.55%, which would enable Malaysia to hit its target by 2020. CO2 emissions can be reduced significantly, up to 20%, by employing a combination of mitigation policies in Malaysia. This suggests that appropriate mitigation policies can assist the country in its quest to achieve the CO2 emissions reduction target.
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| 3 |
ID:
094231
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2010.
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| Summary/Abstract |
Even as the US debates an economy-wide CO2 cap-and-trade policy the transportation sector remains a significant oil security and climate change concern. Transportation alone consumes the majority of the US's imported oil and produces a third of total US Greenhouse-Gas (GHG) emissions. This study examines different sector-specific policy scenarios for reducing GHG emissions and oil consumption in the US transportation sector under economy-wide CO2 prices. The 2009 version of the Energy Information Administration's (EIA) National Energy Modeling System (NEMS), a general equilibrium model of US energy markets, enables quantitative estimates of the impact of economy-wide CO2 prices and various transportation-specific policy options. We analyze fuel taxes, continued increases in fuel economy standards, and purchase tax credits for new vehicle purchases, as well as the impacts of combining these policies. All policy scenarios modeled fail to meet the Obama administration's goal of reducing GHG emissions 14% below 2005 levels by 2020. Purchase tax credits are expensive and ineffective at reducing emissions, while the largest reductions in GHG emissions result from increasing the cost of driving, thereby damping growth in vehicle miles traveled.
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| 4 |
ID:
118050
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| 5 |
ID:
088240
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2009.
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| Summary/Abstract |
We compare the lifecycle costs of an electric car to a similar gasoline-powered vehicle under different scenarios of required driving range and cost of gasoline. An electric car is cost competitive for a significant portion of the scenarios: for cars of lower range and for higher gasoline prices. Electric cars with 150 km range are a technologically viable, cost competitive, high performance, high efficiency alternative that can presently suit the vast majority of consumers' needs
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| 6 |
ID:
166540
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| Summary/Abstract |
The paper assesses evidence concerning the effects of transportation's black carbon emissions on climate change, public health, and food production; and it discusses policy issues posed by the emissions. Black carbon emission mitigation policies at all levels offer significant potential climate, health, and food co-benefits, and they are attractive in terms of economic cost-effectiveness and political feasibility. The paper presents an analysis of regulatory issues in maritime shipping and aviation, which are increasingly salient, and which are largely independent of the revelations of “diesel gate” in the motor vehicle industry. Yet, there are linkages in the technological and policy issues of the motor vehicle industry and issues confronting maritime shipping and aviation. Black carbon emissions are among the core regulatory policy issues in all three industries, and they have not been adequately addressed by policymakers. The paper concludes with specific policy recommendations at all governance levels.
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| 7 |
ID:
117077
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2012.
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| Summary/Abstract |
The Democratic Party of Japan (DPJ) came to power in 2009 promising significant transportation sector reform, but it has struggled to implement its proposals. I argue that the DPJ's initiatives faltered due to the legacy of "efficiency clientelism." Historically, Japanese transportation policy combined two imperatives: (1) encourage efficiency by raising the cost of energy-inefficient transportation, and (2) redistribute benefits to supporters of the incumbent Liberal Democratic Party (LDP). Because of the legacy of efficiency clientelism, DPJ campaign pledges-designed to appeal broadly to the general public by reducing transportation costs- ran up against the prospect of sharp declines in revenues and energy efficiency. Efficiency clientelism was well suited to political realities in Japan prior to the 1990s, but recent developments have undercut its viability. This raises profound questions about the sustainability of Japan's energy efficiency achievements.
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| 8 |
ID:
142946
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| Summary/Abstract |
This article examines the geographical boundaries, fundamental goals, principles, and ways of implementing the Chinese initative of the silk road economic belt.
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| 9 |
ID:
148492
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A transportation system for a self sustaining economy in cislunar space is discussed. The system is based on liquid oxygen (LO2), liquid hydrogen (LH2) propulsion whose fuels are derived from ice mined at the polar regions of the Moon. The elements of the transportation system consist of the Advanced Cryogenic Evolved Stage (ACES) and the XEUS lander, both being developed by United Launch Alliance (ULA). The main propulsion elements and structures are common between ACES and XEUS. Both stages are fully reusable with refueling of their LO2/LH2 propellants. Utilization of lunar sourced propellants has the potential to dramatically lower the cost of transportation within the cislunar environs. These lower costs dramatically lower the barriers to entry of a number of promising cislunar based activities including space solar power. One early application of the architecture is providing lunar sourced propellant to refuel ACES for traditional spacecraft deployment missions. The business case for this application provides an economic framework for a potential lunar water mining operation.
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| 10 |
ID:
093527
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2010.
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| Summary/Abstract |
The existing literature generally ascribes the virtual absence of the transport sector from the Clean Development Mechanism (CDM) to the inherent complexity of quantifying emission reductions from mobile sources. We use archival analysis and interviews with CDM decision-makers and experts to identify two additional groups of explanations. First, we show the significance of aspects of the CDM's historical evolution, such as the order in which methodologies were considered and the assignment of expert desk reviewers. Second, we highlight inconsistencies in the treatment of uncertainty across sectors. In contrast to transport methodologies, other sectors are characterized by a narrow focus on sources of measurement uncertainty and a neglect of economic effects ("market leakages"). We do not argue that the rejection of transport methodologies was unjustified, but rather than many of the same problems are inherent in other sectors. Thus, the case of transport sheds light on fundamental problems in quantifying emission reductions under the CDM. We argue that a key theoretical attraction of the CDM-equalization of marginal abatement costs across all sectors-has been difficult to achieve in practice.
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| 11 |
ID:
187176
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| Summary/Abstract |
The pandemic has brought major disruptions to cities, particularly in patterns of work and transportation. Predictions of the death of downtowns may have been premature, but urban planners are rethinking the traditional central business district, transit systems, public spaces, and other key features of city life as many office workers remain slow to return to old routines. As they face the prospect of lower tax revenues, governments will have a major role to play in helping cities adapt and stay vibrant.
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| 12 |
ID:
137653
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| Summary/Abstract |
The Nigerian government proposed the use of compressed natural gas (CNG) as an automotive fuel in 1997 as part of the initiatives to harness natural gas (NG) resources but progress has been slow. This paper examines the natural gas vehicle (NGV) implementation approaches and outcomes in seven countries with diverse experiences in order to gain an understanding of the barriers to the NGV market development in Nigeria. The analysis employs hermeneutic principles to secondary data derived from academic literature, published reports from a variety of international agencies, grey literature, and text from online sources and identifies eight success factors for NGV market development namely: strategic intent, legal backing, learning and adaptation, assignment of responsibilities, financial incentives, NG pricing, consumer confidence, and NG infrastructure. The paper concludes that the principal impediment to NGV market development in Nigeria is the uncoordinated implementation approach and that greater government involvement is required in setting strategic goals, developing the legal and regulatory frameworks, setting of clear standards for vehicles and refuelling stations as well as assigning responsibilities to specific agencies. Short-term low cost policy interventions identified include widening the existing NG and gasoline price gap and offering limited support for refuelling and retrofitting facilities.
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| 13 |
ID:
094216
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2010.
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| Summary/Abstract |
The actions individuals can take to mitigate climate change are, in the aggregate, significant. Mobilizing individuals to respond personally to climate change, therefore, must be a complementary approach to a nation's climate change strategy. One action item overlooked in the United States has been changing driver behavior or style such that eco-driving becomes the norm rather than the exception. Evidence to date indicates that eco-driving can reduce fuel consumption by 10%, on average and over time, thereby reducing CO2 emissions from driving by an equivalent percentage. A sophisticated, multi-dimensional campaign, going well beyond what has been attempted thus far, will be required to achieve such savings on a large scale, however, involving education (especially involving the
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| 14 |
ID:
042579
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| Publication |
Oklahome, Penn Well Books, 1982.
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| Description |
xix, 515p.Hbk
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| Standard Number |
0878141847
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Copies: C:1/I:0,R:0,Q:0
Circulation
| Accession# | Call# | Current Location | Status | Policy | Location |
| 026539 | 665.543/MAR 026539 | Main | On Shelf | General | |
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| 15 |
ID:
069809
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| 16 |
ID:
121282
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| Publication |
2013.
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| Summary/Abstract |
We examine energy efficiency in the Japanese transportation sector since the 1970s. Comparisons with the United States and other developed economies illustrate that Japan primarily stands out due to low activity levels and modal structure rather than modal energy intensity. On-road automobile energy intensity has shown little improvement, albeit from a low base, over the past four decades. We also consider policy measures undertaken by the Japanese government. Political arrangements in Japan after World War II made it attractive for politicians to pursue energy conservation by making transportation, particularly by automobile, expensive for the average Japanese citizen. The revenues raised from various fees and taxes on automobile transportation were redistributed to core supporters of the ruling Liberal Democratic Party. These political arrangements have come under fire in recent years, calling into question Japan's traditional approach towards transportation sector energy efficiency.
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| 17 |
ID:
121263
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2013.
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| Summary/Abstract |
This paper discusses the potential energy security implications of a national low carbon fuel standard (NLCFS). A low carbon fuel standard is designed to reduce greenhouse gas (GHG) emissions by targeting the fuel portion of the fuel-vehicle system. Specifically, a NLCFS would set national targets for the average carbon intensity (CI) of motor fuels, and establish a market for credits that allows fuel producers and importers to respond in a variety of ways to the signal provided by the credit price. An important method for lowering the CI of transportation is to substitute lower-carbon alternative fuels such as advanced biofuels, electricity, CNG, and H2. Despite the focus on GHGs, so long as transportation fuels remain dominated by petroleum, transportation fuel policies like a NLCFS also will be evaluated in terms of their energy security impacts. We examine the fuel substitutions that are projected to be induced by a NLCFS and consider the energy security implications of displacing higher carbon fuels, such as imported Canadian Oil Sands oil or certain imported crude oils, with lower-carbon domestic oil, biofuels, or lower carbon oil imported from other sources.
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| 18 |
ID:
133156
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2014.
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| Summary/Abstract |
The recent discovery of significant offshore natural gas reserves in the Aphrodite field, south of the island of Cyprus in the Mediterranean Sea, changes the energy landscape in the greater Mediterranean-Middle East-Caucasian Region. In this paper, different alternative locations for the construction and operation of a liquefied natural gas (LNG) terminal station in Cyprus were evaluated, explicitly considering also their connection to the power generation station of Mari and the country×s gateway.
The problem of determining the optimal location for an LNG terminal in Cyprus has been approached using multiple methodological components, which consider environmental and transportation issues, both technocratic in nature, as well as more subjective and based on expert opinion. The first step was a REGIME multi-criteria decision analysis used to prioritize alternative LNG terminal locations. Then, multiple modes (railroad and pipeline) of transportation connections were evaluated and geometric alignments were proposed, considering a multitude of restrictions. Finally an environmental impact assessment based on a structured questionnaire and an expert panel was conducted to validate and assess the impact of the alternative options (combination of location and transportation mode and route). During the evaluation process parameters such as safety, existing infrastructure, and access were also considered.
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| 19 |
ID:
115125
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2012.
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| Summary/Abstract |
Energy and environmental concerns have spawned new policies aimed at reducing emissions and fuel consumption of heavy-duty vehicles (HDVs) worldwide. While such policies intend to reduce HDV energy consumption and emissions, energy savings that reduce transportation costs may lead to increased demand for HDV transportation services. Increased HDV transportation, in turn, can result in increased energy use and emissions-i.e., a direct "rebound effect." This paper provides a critical review of the literature related to the HDV rebound effect. Results of this review demonstrate that the lack of focused studies in this area combined with the variability and heterogeneity of the trucking sector limit general understanding of the HDV rebound effect. Currently, the studies that do exist often create biased or erroneous rebound effect estimates by inappropriately relying on freight elasticities or applying metrics that omit important elements of fuel consumption. Research following a more transparent and coherent approach can improve estimates of the rebound effect from policy measures to improve HDV energy efficiency.
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| 20 |
ID:
088221
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2009.
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| Summary/Abstract |
As an effective measure for environmental impact associated with the waste emissions, exergy is used to unify the assessment of the waste gases of CO, NOx, and SO2 emitted from fossil fuel consumption by the transportation system in China. An index of emission exergy intensity defined as the ratio of the total chemical exergy of the emissions and the total converted turnover of the transportation is proposed to quantify the environmental impact per unit of traffic service. Time series analyses are presented for the emission exergy and emission exergy intensity of the whole Chinese transportation as well as for its four sectors of highways, railways, waterways and civil aviation from 1978 to 2004. For the increasing emission exergy with CO taking the largest share, the highways sector was the major contributor, while the railways sector initially standing as the second main contributor developed into the least after 1995. The temporal and structural variations of the emissions are illustrated against the transition of the transportation system in a socio-economic perspective, with emphasis on policy-making implications
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