Abstract

The container transport is the key factor for globalized markets. Due to this the shipping volume in the past 20 years grew by the factor of 5. Based on this, container terminals are very important transshipment facilities in global transport chains with a high amount of annual throughput and greenhouse gas (GHG) emissions. The transport sector is responsible for a large proportion of GHG emissions. An increase of traffic and GHG emissions for any transport mode is estimated. However, emissions are caused by transport modes and transshipment facilities and have to be reduced for both. State of the Art methods of determining transportation caused emissions consider only transportation modes. Emissions in transshipment facilities were currently rarely applied. However, for calculating emissions along the entire transport chain, the emissions from transshipment facilities have to be taken into account. Furthermore the reduction of greenhouse gases is significant for both the terminal itself and for the entire transport chain. Derived from existing standards for calculation of GHG emission a calculation tool for container terminals has been developed. Based on the energy consumption of the handling equipment and storage facilities the tool calculates the overall emissions in terminals. Furthermore, these emissions are allocated to loading units by using overall handling data and handling factors. The developed tool can be adapted to any multimodal container terminal. The calculated results of the tool include total emissions and the allocation of emissions on loading units.

Abstract

ınay, Galip (Balikesir Author) The aim of this study was to determine the potential reduction on GHG emission from transportation sector, in particular from passenger cars (according to car figures in 2016). The GHG reductions were determined for different scenarios (1) current situation (2) to implement of the taxation system based on carbon emission (3) to make reduction on taxes (rate of 18% and 27%) and (4) to apply a regulation for End of Life Vehicles (ELVs) We found that the best scenario is to apply the regulation for ELVs. If the regulation is applied for banning vehicles which were produced before 2000, 1996 and 1990, the reduction rate of CO2 emission would be 48%, 36% and 26%, accordingly. The CO2 reduction rates in transportation sector calculated for different scenarios will change approximately 2% to 15%. Consequently, the total GHG emission reduction in Turkey will be about 0.2% to 2%.