Road transport and climate change: Stepping off the greenhouse gas

Stanley, John; Hensher, David A.; Loader, Chris

doi:10.1016/j.tra.2009.04.005

Cited by 87 publications

(42 citation statements)

References 5 publications

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“…Achieving reductions in road transport GHG emissions requires a much broader policy response [26]. Although certain policies can respond quickly to the pressure, in reality it is a slow process and there is a growing expectation on how new technologies can deliver the solution [3].…”

Section: Resultsmentioning

confidence: 99%

“…For the rest of the year, it is almost hostile to use this option. A target of one quarter of all trips in the major cities in Australia to be undertaken by walking and cycling, compared to the current average share of around 16%, would contribute about 4.4 Mt of the targeted 36 Mt emissions reduction at 2020 [26].…”

Section: Short-term Mitigation Approachmentioning

confidence: 99%

“…This is a major focus of policy attention, with appropriate incentives. Government, institution, private companies, families and social groups should promote campaign among themselves and the general public on car shares as means of raising awareness of GHG reduction while reducing congestions and travel cost [26].…”

Section: ) Increasing Urban Car Occupancy Rate: According To Europeamentioning

confidence: 99%

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Options for Greenhouse Gas Mitigation Strategies for Road Transportation in Oman

Amoatey¹,

Sulaiman²

2017

AJCC

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Oman is a fast developing country where about 76% of registered vehicles as of 2014 were private cars with approximately one private car per household. The growth of automobile is faster than the growth of human population. From 2000-2009, Omani population has increased by 2% per annum while automobile usage in the country has increased by 4.3%. The leadership of Sultanate of Oman has pledged to cut down greenhouse (GHG) emissions by 2% as a commitment to United Nation Framework Convention on Climate Change (UNFCCC). Due to very limited public transportation system, traffic congestion and emission from vehicles are high during working days since majority of individuals uses private vehicles as only means of transport. This paper seeks to combine mitigation measures adopted in selected Middle East and North Africa (MENA) and UNFCCC to suggest cost-effective measures suitable in reducing GHG emissions from road transportation sector in Oman. These measures will specifically reduce vehicular emissions during working days where car occupancy rates are very low in an economically sustainable way.

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Section: Resultsmentioning

confidence: 99%

Section: Short-term Mitigation Approachmentioning

confidence: 99%

Section: ) Increasing Urban Car Occupancy Rate: According To Europeamentioning

confidence: 99%

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Options for Greenhouse Gas Mitigation Strategies for Road Transportation in Oman

Amoatey¹,

Sulaiman²

2017

AJCC

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“…In any case, the assessment of the burden exerted by roads on the natural environment needs more comprehensive perspectives that range from climate change analyses [6] to ecosystem preservation [7], with a new attention to the sustainability footprint impacts [8,9].…”

Section: Introductionmentioning

confidence: 99%

Embedding “roadside equipment” in the environmental assessment of transportation system: the case of safety barriers

Guerrieri

Casto

Peri

et al. 2014

Int J Energy Environ Eng

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The work arises from the consideration that the environmental impact of a road cannot be limited to the analysis of its constituent materials, even if correctly analyzed in their life cycle. In fact, a given road not only consists of the pavement and subgrade, but also includes several different components and accessories (e.g., road marking, drainages, safety barriers, etc.) that contribute to set a road infrastructure in operative condition. As a matter of fact, only limited attention has been paid in the scientific literature to roadside components, unlike pavement and traffic flow. In the present work, the environmental burden of one of these components, i.e., the safety barrier has been investigated using the LCA methodology and critically compared with that exerted by pavement and traffic flow, in order to establish their relative contributions. To accomplish this task, an application referring to a segment of a typical Italian highway is proposed. This case study seems to confirm that the environmental burden of the guardrail cannot be neglected, because it is often even numerically comparable with that of the pavements. This paper concludes that, in order to obtain a more comprehensive environmental evaluation, this type of analysis should be extended to this component and also to all of the other components and activities that make a road transportation system ready to be used. Such an integrated approach may be useful for administrations to better comply with the current sustainability standards and guidelines.

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“…For example, in the U.S., it is estimated that achieving GHG emission reductions of 30% below 1990 levels in the year 2050 will end oil imports [10]. An analysis of the Australian road transport GHG emissions [11] has shown that very substantial reductions in fuel carbon intensity are vital to achieve emissions in 2020 being 20% below 2000 levels and emissions in 2050 being 80% below 2000 levels. Although the full replacement of fossil fuels by biofuels is not deemed to be achievable, modern biofuels have a crucial role to fulfil in helping the long-term limit to growth of GHG emissions and to lead the transition of the current petroleum-based society towards a more sustainable one [12].…”

Section: Introductionmentioning

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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Road transport and climate change: Stepping off the greenhouse gas

Cited by 87 publications

References 5 publications

Options for Greenhouse Gas Mitigation Strategies for Road Transportation in Oman

Options for Greenhouse Gas Mitigation Strategies for Road Transportation in Oman

Embedding “roadside equipment” in the environmental assessment of transportation system: the case of safety barriers

Assessment of climate change mitigation potential of the Macedonian transport sector

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