Analysis of thirty years evolution of urban growth, transport demand and supply, energy consumption, greenhouse and pollutants emissions in Greater Cairo

Huzayyin, A S; Salem, Hesham A.

doi:10.1016/j.retrec.2012.06.035

Cited by 29 publications

(25 citation statements)

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“…[48,49], in Macedonian conditions, the follow-up modelling should be focused on the relationship between transport, energy, land use, and emissions. In addition, flexible integrated assessment tools should be applied in order to assess a range of scenarios and evaluate the effect of different policies, including those for climate change mitigation.…”

Section: Resultsmentioning

confidence: 99%

Assessment of climate change mitigation potential of the Macedonian transport sector

Dedinec¹,

Markovska²,

Taseska³

et al. 2013

Energy

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a b s t r a c tAs forecasted by the International Energy Agency Energy Technology Perspectives baseline scenario, the largest increment in LDV (light-duty vehicles) stock, travel demand and transport sector energy consumption will take place in the developing world. In the developing countries where the import of used vehicles is allowed, a considerable portion of the LDV stock increment will be realized with used vehicles.In this paper, the analytical framework for assessment of climate change mitigation potential of transport sector in developing countries is adapted in order to incorporate the expected vehicle fleet increase with used vehicles. The evaluation of appropriate mitigation strategies is performed using the GHG Costing Model (GACMO), which compares each mitigation option with the BAU (business-as-usual) option and determines its environmental effectiveness (t CO 2 reduced) and economic effectiveness (US$/ t CO 2 reduced).The adapted analytical framework is applied on the case of transport sector of Macedonia, evaluating appropriate options inline with five mitigation strategies: improvement of vehicle fleet, introduction of low carbon fuels, improvement of travel behaviour, advancement of vehicle equipment and improvement of driver behaviour. The resulting marginal cost curve for the year 2020 indicates a total achievable reduction of 22% with respect to BAU GHG transport sector emissions, with bulk of it at relatively high specific costs of around 90 US$/t CO 2 .

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Section: Resultsmentioning

confidence: 99%

Assessment of climate change mitigation potential of the Macedonian transport sector

Dedinec¹,

Markovska²,

Taseska³

et al. 2013

Energy

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“…Studies [53][54][55][56] reveal that the Fuel economy of CNG buses ranges from 2.51 to 7.37 miles per diesel gallon equivalence (MPDGE) depending on the bus capacity and travel distance. Potentials for reduction of GHG emissions with vehicles using CNG has been reported in Greater Cairo, Egypt [57] and Jakarta, Indonesia [58]. In Greater Cairo [57] results showed that the maximum emission factor of 2.6 kg CO 2 /kg fuel for CNG vehicles which was lower compared to the maximum of 3.1 kg CO 2 /kg fuel for gasoline and diesel.…”

Section: Conversion Of Flared Gas In Nigeria's Oil and Gas Industry Tmentioning

confidence: 99%

The Potential Reduction of Carbon Dioxide (CO2) Emissions from Gas Flaring in Nigeria’s Oil and Gas Industry through Alternative Productive Use

2016

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Globally, climate change and its adverse effects on the human population and the environment has necessitated significant research on the sustainable use of natural resources. Gas flaring in Nigeria's oil and gas industry causes environmental and health hazards and to a large extent, culminates in yearly loss of the Nation's revenue. The aim of the study is to highlight the potentials of converting flared gas from the Nigerian oil and gas industry to compressed natural gas (CNG) which could be an alternative fuel for the 220 Lagos Bus Rapid Transit (BRT-Lite) while reducing CO 2 emissions. In addition, the study provided an overview of gas flaring in the oil and gas industry and energy utilisation in some selected sectors in the country. The Long-range Energy Alternative Planning System (LEAP) software was employed to model the energy demand and carbon dioxide emissions from the BRT-Lite by creating a current scenario and projections to the year 2030. The use of CNG as an alternative fuel for Lagos BRT-Lite will significantly reduce CO 2 emissions in Nigeria's oil and gas industry. Other utilization options for flared gas from this industry includes: Liquefied Natural Gas (LNG), Liquefied Petroleum Gas (LPG), and power generation.

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“…Sustainable mobility in an urban context requires a set of coordinated interventions aimed at improving the energy efficiency of the transport network [2]. Transport demand and supply are always affected, and reflected, by the extent of urbanization and the activity of development of cities [3].…”

Section: Introductionmentioning

confidence: 99%

Improving the Sustainability of Transportation: Environmental and Functional Benefits of Right Turn By-Pass Lanes at Roundabouts

Guerrieri¹,

Corriere²,

Rizzo³

et al. 2015

Sustainability

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Abstract:The functional performances of conventional roundabouts (single-lane and multi-lane) and innovative roundabouts (spiral, flower, C and turbo) can be improved through right-turn bypass lanes controlled by stop, yield or free-flow signs. The article presents evaluations of the emissions of air pollutants (carbon dioxide, nitrogen oxides, particle pollution (PM10 and PM2.5)), fuel consumption and construction, management, energetic and environmental costs in roundabouts without or with bypass lanes (controlled by stop, yield or free-flow). The suggested methodology has a general character and can be applied as a multi-parametric criterion for choosing road intersections, although, in the present paper, it has been employed only for a case study. For the aims of this research, we employed recent closed-form formulations to determine roundabout performances; moreover, we used the COPERT IV ® software to estimate air emissions in nine different types of vehicles. Numerous traffic simulations were carried out. The variation in the maximum hourly traffic Qmax and annual traffic QTOT provided the appropriate domains of the examined geometric layouts, both in functional and environmental terms and with regard to generalized costs, estimated for a 10-year period. It resulted that the introduction of right-turn bypasses in all arms of conventional roundabouts with a one ring lane and one lane at the entries (single-lane roundabouts) is the most cost-effective when the flows entering the roundabout are higher than Qmax = 2000 veh/h. Moreover, free-flow bypass lanes always OPEN ACCESSSustainability 2015, 7 5839 provide greater capacity and lower delays than stop-or yield-signaled bypasses. However, with extremely high Qmax values, stop-controlled bypasses guarantee lower fuel consumption, while those with a yield sign lower total costs.

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Analysis of thirty years evolution of urban growth, transport demand and supply, energy consumption, greenhouse and pollutants emissions in Greater Cairo

Cited by 29 publications

References 0 publications

Assessment of climate change mitigation potential of the Macedonian transport sector

Assessment of climate change mitigation potential of the Macedonian transport sector

The Potential Reduction of Carbon Dioxide (CO2) Emissions from Gas Flaring in Nigeria’s Oil and Gas Industry through Alternative Productive Use

Improving the Sustainability of Transportation: Environmental and Functional Benefits of Right Turn By-Pass Lanes at Roundabouts

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