DECARBONIZING FREIGHT TRANSPORTATION IN BRAZIL: METHODOLOGIES, RESULTS AND PRACTICAL IMPLICATIONS

The three metropolitan regions, including Jing-Jin-Ji (JJJ), Yangtze River Delta (YRD) and Pearl River Delta (PRD), are the most developed regions of China. This study focuses on these three metropolitan regions and tries to estimate and analyze the structure and influencing factors of CO2 emissions from transport sector, including passenger and freight transport, simultaneously covering road, rail, and water transport. The results suggest that in the period of 2000–2013, the CO2 emissions from transport sector increased from 27.8 to 198.8 Mt in JJJ, from 29.7 to 163.5 Mt in YRD, and from 13.1 to 74.0 Mt in PRD. Comparatively speaking, JJJ had the highest CO2 emission intensity of freight and urban passenger transport as well as highest transport CO2 emissions per capita and per unit GDP, while PRD had the highest transport CO2 emissions per hectare. The main challenge of reducing CO2 emissions from transport sector in these regions stemmed from freight transport and road transport. Based on decomposition analysis, economic welfare was the most important driving force of the CO2 emissions growth in all three regions, followed by transport type mix, transport dependence and modal energy intensities. In the future, low-carbon transport strategies about controlling the growth of transport demand, adjusting the transport modal structure and improving the modal energy efficiency and fuel emission efficiency are needed in all three regions, and each region should have slightly different focus. The JJJ region needs to emphasize adjusting transport modal structure, the YRD region needs to emphasize improving modal energy efficiency, and the PRD region needs to focus more on controlling the growth of transport dependence.

The purpose of the research. The aim of the article is to develop a conceptual model of the mechanism of balancing supply and demand for freight transportation services by road and the justification of the influence of external and internal environment. Methodology. In the process of research, the following methods were used: theoretical and empirical research, analysis and synthesis of indicators; statistical and analytical data processing to identify trends in the types of economic activity that use road transport services for transportation. Results. The article proves that for most companies the gap between supply and demand is now a serious problem. Road transport companies are no exception, the supply of transport services by which exceeds the solvent demand aggravates intra-industry competition. It is determined that supply adapts to changing demand and makes it impossible to have a long-term deficit. At the same time, supply forms and stimulates demand for existing goods and services in the market. The definition of the mechanism of balancing the supply and demand for freight transportation services by road transport as a dynamic system containing the following elements: the process of collecting, processing and analyzing information about the demand and supply of freight transportation services, assessment of their balance and the directions and measures to stimulate demand and regulate the supply of freight transportation services has been justified. The factors influencing the development of demand for road transportation in Ukraine were determined. These are growth of production volumes, development of retail and wholesale trade, increase of real incomes of population, reduction of inflation level and consumer prices, corruption, condition and quality of transport infrastructure, safety level of road traffic and cargo transportation, investments in the industry, risks of economic activity, emergency situations, prices for fuels and lubricants. Submitted a quantitative characteristic of domestic enterprises in the international road transport market, as well as the total number of cars in the market of transport services. It highlights trends in the development of economic activities that use road transport services for transportation, including agriculture, forestry and fisheries; extractive industry; processing industry; construction; wholesale and retail trade. The author presents a conceptual model of the mechanism of balancing supply and demand for freight transportation services by road, which identifies the sources of information support for the mechanism operation and directions and measures of balancing supply and demand for freight transportation by road. Practical meaning. According to the results of the study indicated the need to organize the activities of business entities that provide freight transportation services by road transport, based on the concept of marketing. In particular, the choice of the most effective for the entrepreneur-carrier types of transportation and services; analysis of transportation needs in the transportation of goods and the ability of enterprises to meet them; development of rational technologies and systems of goods movement; planning the development of transportation and services. Prospects for further research. On the basis of the study identified the prospects for further development of both scientific and practical component of the organization of cargo transportation services by road, based on the concept of marketing.

China's water transport sector has experienced a rapid growth over recent years. In this study, we estimated the CO2 emissions from China's inland waterway, coastal and ocean freight shipping for the period of 2006 to 2012. In order to make sure that existing data can be effectively utilised and data uncertainty can be addressed, we employed three approaches to estimate CO2 emissions, including freight turnover volume-based approach, engine operation-based approach, and vessel activity-based approach, respectively. Research outcomes show that CO2 emissions from China's freight shipping increased from 58.7 mt (million ton) in 2006 to 83.5 mt in 2012, with an annual growth rate of 6.1%. Currently, CO2 emissions from freight shipping accounted for around 12% of CO2 emissions from transport sector and 1% of the overall CO2 emissions in China. From the subsector perspective, ocean freight shipping contributed the most to the total CO2 emissions, with a percentage of 48.2% in 2012. However, CO2 emissions from inland waterway and coastal freight shipping had higher growth rates and their shares might increase considerably in the long-term. Based upon our research findings, we propose our policy suggestions on mitigating CO2 emissions from freight shipping, with a special focus on ocean freight shipping.

Purpose – The purpose of this study is to examine the growing energy consumption pattern and emissions due to increasing vehicular density in the Vellore district. The transport demand in Indian cities has increased substantially over the past few years. Increasing household incomes and economic development in cities have added to this growing demand. Design/methodology/approach – The growth of Vellore town currently is such that in a short period of time, the development is likely to engulf the entire district as one big city, as it happened for Chennai. It is at a transitional stage where it is possible to bring about certain policy changes to prevent the catastrophic effects of urbanization. To test the objectives of the study, statistical and mathematical tools such as mean, coefficient of variation, correlation and regression models are used. Growth of vehicle population in Tamil Nadu in general and Vellore in particular are analyzed by computing the percentage rate of change and trend rate of growth. Findings – A study of the past four years shows a tremendous growth in the number of two-wheelers, while the number of buses has declined. The study also shows that public transport fuel consumption is < 20 per cent of the overall fuel consumption. The emission of all greenhouse gases is rising and it shows a linear growth. The increase in emission of CO2 is most alarming. Research limitations/implications – The diversity of sources that have been combined together implies a consequent reduction in accuracy. Data from different sources had different geographical boundaries (state, district, region and country). Thus, the data had to be translated to the relevant geographical area by using proportionality ratio. This manipulation does impact on the accuracy of the used data. Practical implications – This article provides a framework that can inform decisions makers on consequences in the absence of timely intervention and policy changes. Originality/value – Road transport is an inherently complex sector as it deals with a very large number of individual vehicles and factors of influence. The findings have implications for government in general and policy-makers in particular. This article puts together data of a particularly vulnerable region at a time when policy changes could bring about lasting beneficial effects. This region has not been included in any previous research.

PurposeThe purpose of this paper is to explore how process management (PM) can support small- and medium-sized enterprises (SMEs) in pursuing sustained competitive advantage. For this purpose, a dynamic capabilities (DC) lens was used.Design/methodology/approachA narrative literature review and a multiple case study with an action research approach at two road freight transport companies were used.FindingsPM provides structure and system thinking to support the development of competitive advantage. Concerning PM, management of knowledge, management style and process orientation are key factors for the generation of competitive advantage for SMEs.Research limitations/implicationsThis study contributes to PM literature by studying its support for and implementation at SMEs. Furthermore, the study contributes to the literature on DC by providing concrete examples of activities linked to such capabilities.Practical implicationsThis study contributes to practitioners by providing examples of implementing PM and identifying competitive advantage, connected with PM elements.Social implicationsThis study has social and environmental implications for the quality of life of the Swedish people.Originality/valueThis paper contributes to clarifying the connection between the research fields of quality management and DC to explore how PM can support SMEs in pursuing sustained competitive advantage.

In a world where the population and many economies are expanding rapidly the demand for freight transport keeps rising accordingly. As more goods are transported by a growing number of freight vehicles, in particular trucks and sea vessels, their already considerable negative environmental impact also rises. Technology advances, but demand growth (partially) counteracts its positive impact on fuel consumption and emissions. In road transport, CO2-emissions keep rising, while emissions of NOx and PM10 have been reduced, at least in those countries where the most advanced engine technologies are used, although locally serious problems may remain. In areas where such technologies are not available, more freight transport means higher emissions and negative health effects. Sea shipping sees increasing emission levels overall. Maritime transport and trucking dominate intercontinental freight transport. Modernisation of railways and roads offers opportunities to reduce emissions by using rail for part of the journey. In a market setting, this means that transport providers have to redesign transport chains. Some have done this already, while others are increasingly interested. To assess the potential, the following main research question was addressed: Is it possible to reduce emissions of CO2, NOx and PM10 by replacing the maritime leg of a transport service by road and/or rail transport in the corridor Antwerp (Belgium) – Shanghai (China) without logistic penalties? Various combinations of trucking, sea and rail transport were fed into a simulation model to estimate the accompanying emissions and trip times. The new services offer a complex range of positive and negative impacts; hence governments should carefully consider their support. In a simulation study only a very stylised representation of these services can be modelled. This leads to an advice for a more in-depth study to include additional (technical, service and cost) data.

Purpose – This study aims to analyze and assess the relation of freight transportation for regional development in the north zone of Aceh. The impact of freight transportation to accelerate the delivery of goods as observed through several indicators including regulation, retribution, freight entrepreneur, trucker, size of truck bin, punctuality, loading and unloading systems on regional planning supporting has been focus of this study. Design/Methodology/Approach – The freight transportation in north zone of Aceh, covering Lhokseumawe, Aceh Utara, Bireuen, BenerMeriah and Aceh Tengah regencies will be examined. In several indicators including regulation, retribution, freight entrepreneur, trucker, size of truck bin, punctuality, loading and unloading systems the freight transportation will be surveyed for the analysis. The factors which contribute in the development of the area through freight transportation are the economic growth, human resources improvement, management of land use and environmental harmonization. This regional development approach aims to determine a connection between the two variables. Findings – The results of the study show that variables of freight transportation in several indicators including regulation, retribution, freight entrepreneur, trucker, size of truck bin, punctuality, loading and unloading systems have a significant impact on regional development. It is indicated by the value of 0.214 in the regression weight result. Research Limitations/Implications – This research has implications on the relation of freight transportation with regard to several indicators including regulation, retribution, freight entrepreneur, trucker, size of truck bin, punctuality, loading and unloading systems on the regional development based on the aspect of economic growth, human resources improvement, management of land use and environmental harmonization. Practical Implications – The result of this study will be an important input to the Aceh government, county and city governments in the north zone in Aceh to encourage the establishment of a road network to accelerate freight transportation in that region for the development of new economic zones. Originality/Value – This study suggests that freight transportation has the strongest links to significantly influence the activities of regional development, so it can be recommended for the Aceh government, county and city governments in the north zone of Aceh to orient road network policy towards the development of the new economic area and support the implementation of the special economic zones of Arun, Lhokseumawe.

This study evaluates the effects of Al2O3 and CeO2 nanoparticles as additives to standard diesel and biodiesel fuels on the combustion and emissions characteristics of a CR diesel engine with split injection (pilot and main injections). Three nanoparticle dosing levels (50 ppm, 100 ppm, and 150 ppm) were compared with undoped standard diesel and biodiesel fuels. The results showed that the presence of both Al2O3 and CeO2 in biodiesel increased the ignition delay of the pilot fuel by about 8.0% at low load and about 3.5% at high load. The addition of both nanoparticles to diesel and biodiesel fuels had an insignificant effect on the main injection fuel’s ignition delay, MBF50 position and combustion duration. The thermal efficiency was up to 1.0% lower. Al2O3 additive in diesel had no significant effect on NOx emissions. CO emissions were higher by 4.4–7.5% in most cases. The Al2O3 additive in biodiesel reduced NOx emissions by an average of 38%, 17.1%, and 9.4% at low, medium, and high engine loads, respectively. The reduction in CO emissions averaged 15%. The addition of CeO2 nanoparticles to diesel fuel reduced NOx emissions by 22.5%, 8.5%, and 3.1% on average across the corresponding load ranges. When the engine was operated on CeO2-doped biodiesel, NOx emissions were lower by an average of 25.7%, 9.6%, and 2.5% at low, medium, and high loads, respectively. Adding CeO2 nanoparticles to diesel fuel increased CO emissions, whereas adding them to biodiesel significantly reduced CO emissions.

To reduce the amount of carbon dioxide released from transportation the EU has implemented legislation to mandate the renewable content of petrol and diesel fuels. However, due to the complexity of the combustion process the addition of renewable content, such as biodiesel and ethanol, can have a detrimental effect on other engine emissions. In particular the engine load can have a significant impact on the emissions. Most research that have studied this issue are based on steady state tests that are unrealistic of real world driving and will not capture the difference between full and part loads. This study aims to address this by investigating the effect of renewable fuel blends of diesel, biodiesel and ethanol on the emissions of a compression ignition engine tested over the World Harmonised Light Vehicle Test Procedure (WLTP). Diesel, biodiesel and ethanol were blended to form binary and ternary blends, the ratios were determined by Design of Experiments (DoE). The total amount of emissions for CO, CO2 and NOx as well as the fuel consumption, were measured from a 2.4 L compression ignition (CI) engine running over the WLTP drive cycle. The results depicted that percentages smaller than 10% of ethanol in the fuel blend can reduce CO emissions, CO2 emissions as well as NOx emissions, but increases fuel consumption with increasing percentage of ethanol in the fuel blend. Blends with biodiesel resulted in minor increases in CO emissions due to the engine being operated in the low and medium load regions over the WLTP. CO2 emissions as well as NOx emissions increased as a result of the high oxygen content in biodiesel which promoted better combustion. Fuel consumption increased for blends with biodiesel as a result from biodiesel’s lower heating value. All the statistical models describing the engine responses were significant and this demonstrated that a mixture DoE is suitable to quantify the effect of fuel blends on an engine’s emissions response. An optimised ternary blend of B2E9 was found to be suitable as a ’drop in’ fuel that will reduce harmful emissions of CO emissions by approximately 34%, NOx emissions by 10% and CO2 emissions by 21% for transient engine operating scenarios such as the WLTP drive cycle.

Vehicle exhaust emissions have seriously affected air quality and human health, and understanding the emission characteristics of vehicle pollutants can promote emission reductions. In this study, a chassis dynamometer was used to study the emission characteristics of the pollutants of two gasoline vehicles (Euro 5 and Euro 6) when using six kinds of fuels. The results show that the two tested vehicles had different engine performance under the same test conditions, which led to a significant difference in their emission characteristics. The fuel consumption and pollutant emission factors of the WLTC cycle were higher than those of the NEDC. The research octane number (RON) and ethanol content of fuels have significant effects on pollutant emissions. For the Euro 5 vehicle, CO and particle number (PN) emissions decreased under the WLTC cycle, and NOx emissions decreased with increasing RONs. For the Euro 6 vehicle, CO and NOx emissions decreased and PN emissions increased with increasing RONs. Compared with traditional gasoline, ethanol gasoline (E10) led to decreases in NOx and PN emissions, and increased CO emissions for the Euro 5 vehicle, while it led to higher PN and NOx emissions and lower CO emissions for the Euro 6 vehicle. In addition, the particulate matter emitted was mainly nucleation-mode particulate matter, accounting for more than 70%. There were two peaks in the particle size distribution, which were about 18 nm and 40 nm, respectively. Finally, compared with ethanol–gasoline, gasoline vehicles with high emission standards (Euro 6) are more suitable for the use of traditional gasoline with a high RON.

Increased number of vehicles are causing higher consumption of petroleum fuels leading to depletion of conventional fuel reserves. Hence, there is a need for alternative fuel, which will fulfil the demand. Biodiesel is one of the environment-friendly, renewable alternative biofuel which can be obtained from vegetable oils. Blends of various biofuels were used by researchers but there are limitations on the percentage of vegetable oil in diesel as emission norms are becoming stringent. Recently, the Government of India has announced that country is going to implement BS VI emission norms by 2020 and higher blends, i.e. B20 and above B20 are not satisfying these norms. Presently, very limited information is available on the use of lower biodiesel blend as a fuel in diesel engines. In this work, efforts are made to study the effect of lower blends of Karanja biodiesel as a fuel in a diesel engine to evaluate its performance and emission characteristics. The engine performance test was conducted on single cylinder four stroke diesel engine with lower blends of Karanja biodiesel (B5, B7, B10), B20 and diesel fuel to find brake thermal efficiency and BSFC. HC, CO, CO2 and NOx emissions also have been monitored. Results showed the brake thermal efficiency of all lower blends (B5, B7, B10) is high compared to diesel fuel at full load of the engine. BSFC of all lower blends (B5, B7, B10) is low at part load and almost the same as that of diesel fuel for maximum load. HC and CO emissions were less compared to diesel fuel. Also, a significant reduction of NOx was observed for B5, B7, B10.

The road and marine transportation sectors have attracted a great deal of attention as one of the main sources of carbon emissions. In this study, a LEAP (long-range energy alternatives planning system) model is used to predict the energy demand and carbon emissions of the road and marine transportation sectors in Guangdong Province from 2016 to 2030. Based on the model results, if Guangdong Province does not adopt new control measures, in 2030, the energy demand and CO2 (carbon dioxide) emissions from the road and marine transportation sectors will have increased by 117 and 116%, respectively, compared to the levels in 2015. Conversely, under a low-carbon scenario, carbon emissions will peak by 2027 in Guangdong Province. Motor vehicle control measures generate the strongest reduction in energy consumption and CO2 emissions for the road and marine transportation sectors in Guangdong Province. Furthermore, the reduction of emissions resulting from these measures would increase over time. Public transportation development and the promotion of clean energy measures also play significant roles in reducing carbon emissions long-term. The contribution of road passenger transport to emission reduction is the largest, followed by marine freight transport and road freight transport. While the energy demand and carbon emissions peak at a similar time in the model, the peak time for CO2 occurs slightly earlier.

Numerical comparison of PCCI combustion and emission of diesel and biodiesel fuels at low load conditions using 3D-CFD models coupled with chemical kinetics

Thermodynamic, environmental and economic effects of diesel and biodiesel fuels on exhaust emissions and nano-particles of a diesel engine

An experimental investigation was conducted to specify the effect of diesel fuel composition and its physical and chemical properties on direct injection (DI) diesel engine performance characteristics and pollutant emissions. Engine tests were made on a single-cylinder naturally aspirated DI diesel engine (Lister LV1), which is located at the laboratory of the authors, at various operating conditions using seven conventional diesel fuels. The test fuels indicate variable hydrocarbon composition and physical and chemical properties, and they were prepared under a European Union research program aiming to identify future fuel formulations for use in modern DI diesel engines. Emphasis was given to the examination of the effect of diesel fuel density, viscosity, and compressibility factor on the fuel injection system, engine combustion characteristics, and diesel-emitted pollutants. Having observed that many diesel fuel parameters are strongly interrelated, we carried out a multivariable statistical analysis to determine the fuel property pairs that are statistically independent. Using experimental findings for pollutant emissions and independent fuel property pairs, a linear multiple regression analysis was conducted to identify potential correlations between diesel-emitted pollutant emissions and the fuel parameters. The sensitivity analysis revealed that soot emissions depend upon fuel viscosity, cetane number, and fuel volatility, whereas NO, CO, and HC emissions mainly depend upon fuel aromatic content. The evaluation of experimental results showed that reductions of soot, NO, and CO emissions can be attained with the reduction of the distillation temperature and the increase of paraffinics/napthenics ratio, which mainly provide the reduction of fuel viscosity and, secondarily, the decrease of the density and increase of the compressibility factor.