Abstract

Thailand needs to avoid the high-carbon growth path of many developed countries and, instead, take a low-carbon growth path. A green low-carbon growth path is in Thailand's own interest as it can simultaneously tackle local environmental degradation, global climate change, and energy security challenges. It can also position Thailand as a regional leader in green, sustainable growth. Green low-carbon growth in Thailand could focus on the following four pillars: 1) maintaining rapid economic growth while adjusting the country's economic structure toward a less energy, and carbon-intensive economy; 2) achieving greater urbanization while shifting toward green livable low-carbon cities; 3) meeting the huge thirst for energy while transforming the energy sector toward one of high energy efficiency and widespread diffusion of low-carbon technologies; and 4) improving quality of life while shifting toward a resource-efficient and sustainable lifestyle.

Abstract

This report, supported by the energy sector management assistance program (ESMAP), applies the tool for the rapid assessment of city energy (TRACE) to examine energy use in León, México. This study is one of three requested and conducted in 2013 by the World Bank Latin America and the Caribbean energy unit to begin a dialogue on energy efficiency (EE) potential in Latin America and Caribbean cities. In Puebla and León, TRACE helped the Mexican Secretary of Energy (SENER) develop an urban EE strategy. TRACE is a simple, practical tool for making rapid assessments of municipal energy use. It helps prioritize sectors that have the potential to save significant amounts of energy and identifies appropriate EE measures in six sectors - transport, municipal buildings, wastewater, streetlights, solid waste, and power and heat. Globally, the six are often managed by the cities which have substantial influence over public utility services. The study looked at six areas to determine the three that have the greatest savings potential and where the city has a significant degree of control: streetlights, solid waste, and municipal buildings.

Abstract

Globally, the Philippines is a minor emitter of greenhouse gases (GHGs), but cost-effective mitigation present opportunities that should be captured, noting that the country is one of the signatory member states to the 1992 United Nations Framework Convention on Climate Change (UNFCCC) and its Kyoto Protocol. The country accounts for less than 0.3 percent of global GHG emissions in 2004.4 However, emissions are on the rise from both energy-use and land-use changes. Even if the absolute scale will remain small, there are increasing number of development projects under preparation, which offers opportunities for cost-effective mitigation and adaptation measures. The Philippine Government's response to the climate change challenge has been active institutionally noting the recent restructuring of the Presidential task force on climate change. However, a clear strategy and action plan are still lacking. The international donor community, including development partners such as the Asian Development Bank (ADB), the United Nations International Strategy for Disaster Reduction (ISDR), the Millennium Challenge Corporation (MCC), and the United Nations Development Program (UNDP), is actively engaged in addressing climate change in the Philippines. There are several initiatives on capacity building for GHG accounting, monitoring and reporting, for preparation of a second National Communication to the UNFCCC, governance, renewable energy, urban air quality management, and forest management. There are likewise several World Bank supported climate change-related activities, with nine active operations. These encompass primarily energy sector operations.

Abstract

The present status of alternative fuel vehicles, specifically electricpowered and compressed natural gas-powered vehicles is summarized. Specific advantages and disadvantages of each vehicle type, in comparison to the gasoline-powered vehicle, are reviewed. A life cycle cost model is formulated for each vehicle type. An integer linear program is derived and explained as a means of determining the optimal mix of vehicles for a command's transportation fleet. The models are tested by running several test cases using data from the Naval Postgraduate School transportation office. http://archive.org/details/modelsforconduct00gren Lieutenant, Supply Corps, United States Navy Approved for public release; distribution is unlimited.

Abstract

n economic analysis is made of vehicles powered by compressed natural gas (CNG), alcohol, and electric vehicles (EV's) as possible replacements for gasoline-powered vehicles. Advantages and disadvantages of vehicles powered by the various fuels are discussed and determinations of their suitability are made based on vehicle performance characteristics and fuel availability. CNG and EV's are determined to be viable alternatives based on current state-of-the-art technology. Alcohol is not retained as a viable alternative because of limited fuel availability. Models are presented for determining the total life cycle cost for gasoline, CNG, and EV's. A fleet of seventy-two vehicles at the Naval Postgraduate School is used as an example to compare the cost of each alternative. A linear program is used to determine the mix of gasoline, CNG, and electric vehicles that satisfy mission requirements for the least total fleet life cycle cost and to perform sensitivity analysis on the cost determinants. A generalized formulation is also presented to allow a vehicle fleet manager to use the methodology of this thesis as an aid to evaluating the potential of alternatively-fueled vehicles in different situations. http://archive.org/details/decisionmodelsfo00garr Lieutenant, United States Navy Approved for public release; distribution is unlimited.

Abstract

Electric vehicles (EVs) have the potential to reduce green house gas emissions from the transport sector. However, the future market evolution of EVs strongly depends on several influencing factors such as battery and oil prices as well as their future evolution. The effect of these and other influencing factors as well as the resulting future market evolution are uncertain, yet policy makers need an empirical basis to take decisions impacting the future market evolution. Here, we study the market evolution of EVs in Germany until 2020 and perform a model-based assessment of influencing factors and different monetary policy measures. We use an agent-based model with a utility maximising decision function for several thousand individual private and commercial vehicle owners. Our results reveal a great deal of uncertainty in the market evolution of EVs due to external conditions and the users’ willingness-to-pay for this new technology. Energy prices have a large impact on EV market evolution as a 25 % increase in fuel prices would double the number of EVs in stock by 2020 compared to a reference scenario. We find a special depreciation allowance for commercial vehicles and a subsidy of 1,000 Euro per vehicle to be the most effective and efficient monetary policy options. Furthermore, the high uncertainty of framework conditions and the EV market evolution implies that policies to foster market diffusion of EVs should be dynamically adaptable to react to changing framework conditions.

Abstract

hough waterborne transport is an energy efficient means of transport, its contribution to greenhouse gas emissions is growing and pollutant emissions are high relative to other forms of transport. Emission legislation on the other hand is catching up by introducing strongly reduced emission limits in the upcoming years, which leads to an urgent need for alternative ways of fueling waterborne transport. In the Horizon 2020 “LeanShips” project, the use of methanol as an alternative fuel for shipping is studied in one of its demonstrators. In the demonstrator, a high speed marine diesel engine is converted for methanol use. This paper discusses the rationale for methanol as an alternative fuel for marine transportation, different possible strategies for operating vessel engines on methanol, their pros and cons, and the approach taken within LeanShips, namely dual fuel operation with methanol port injection. The potential of methanol concerning energy efficiency and pollutant emissions is discussed, as well as other demonstration projects on methanol and next steps for methanol engine developments .

Abstract

Current Greenhous gas emissions (GHG) from maritime transport represent around 3% of global anthropogenic GHG emissions and will have to be cut in half by 2050 to meet Paris agreement goals. Liquefied natural gas (LNG) is by many seen as a potential transition fuel for decarbonizing shipping. Its favorable hydrogen to carbon ratio compared to diesel (marine gas oil, MGO) or bunker fuel (heavy fuel oil, HFO) translates directly into lower carbon emissions per kilowatt produced. However, these gains may be nullified once one includes the higher Well-to-tank emissions (WTT) of the LNG supply chain and the vessel’s un-combusted methane slip (CH4) from its combustion engine. Previous studies have tended to focus either on greenhouse gas emissions from LNG in a Well-to-wake (WTW) perspective, or on alternative engine technologies and their impact on the vessel’s Tank-to-wake emissions (TTW). This study investigates under what conditions LNG can serve as a transition fuel in the decarbonization of maritime transport, while ensuring the lowest possible additional global warming impact. Transition refers to the process of moving away from fossil fuels towards new and low carbon fuels and engine technologies. Our results show: First, the importance of applying appropriate engine technologies to maximize GHG reductions; Second, that applying best engine technologies is not economically profitable; Third, how regulations could be amended to reward best engine technologies. Importantly, while the GHG reduction of LNG even with best engine technology (dual fuel diesel engine) are limited, ships with these engines can with economically modest modification switch to ammonia produced with renewable energy when it becomes available in sufficient amounts. This study has been financially supported by the Norwegian Research Council project (Norges Forskningsråd) SFI Smart Maritime project number 237917. Document type: Article

Abstract

The total energy demand in the transport sector represented 48.80% of the total consumption in Ecuador throughout 2016, where 89.87% corresponded to the road transport sector. Therefore, it is crucial to analyze the future behavior of this sector and assess the economic and environmental measures towards sustainable development. Consequently, this study analyzed: (1) the total energy demand for each vehicle class and fuel type (2) the GHG (greenhouse gas) emissions and air pollutants NOx and PM10 and (3) the cost attributed to the fuel demand, between 2016 and 2035. For this, four alternative demand scenarios were designed: BAU: Bussiness As Usual EOM: Energy Optimization and Mitigation AF: Alternative Fuels and SM: Sustainable Mobility using Long-range Energy Alternatives Planning system. After analysis, the EOM, AF, and SM scenarios have advantages relative to BAU, where SM particularly stands out. The results show that SM compared to BAU, contributes with a 12.14% (141,226 kBOE) decrease of the total energy demand, and the economic savings for this fuel demand is of 14.22% (26,720 MUSD). Moreover, global NOx and PM10 emissions decreased by 14.91% and 13.78%, respectively. Additionally, accumulated GHG emissions decreased by 13.49% due to the improvement of the fuel quality for the vehicles that mainly consume liquefied petroleum gas, natural gas, and electricity. Document type: Article