Transportation Sector (transportation + sector)

Distribution by Scientific Domains


Selected Abstracts


Inventory of shipping emissions in Izmit Gulf, Turkey

ENVIRONMENTAL PROGRESS & SUSTAINABLE ENERGY, Issue 2 2010
Alper Kiliç
Abstract Ships are significant emissions sources in transportation sector. The environmental effects of shipping emissions become more serious because of insufficient international rules and inspections. Especially in inland waters, canals, straits, gulfs, and port areas emissions effects on environment and health are more important. Izmit Gulf is the major industrial, transport, and inland water region which is affected from shipping emissions with 37 ports and industrial plants. In this study, NOx, SO2, CO2, HC, and PM emission amounts from 11,645 ships called to Izmit Gulf in 2005. These emissions are classified according to ships operation modes and ship types. Annual shipping emissions are estimated as 5,356 t yr,1 for NOx, 4,305 t yr,1 for SO2, 254,261 t yr,1 for CO2, 232 t yr,1 for HC and 487 t yr,1 for PM. To determine the most probably effected regions in the gulf, the spatial distribution of NOx emissions within the Gulf region has been prepared in 1 × 1 Nm2 (Nautical miles) grid cells based on ship movement data along the various routes. Ships in Izmit Gulf contribute to urban pollution with sulfur dioxide significantly. © 2009 American Institute of Chemical Engineers Environ Prog, 2010 [source]


Nuclear production of hydrogen: When worlds collide

INTERNATIONAL JOURNAL OF ENERGY RESEARCH, Issue 2 2009
R. B. Duffey
Abstract A particularly important role for nuclear power in the future will be in alleviating the potential for climate change by avoiding greenhouse and particulate emissions. The corollary is the key link to the hydrogen economy, where the introduction of hydrogen into the transportation sector will benefit the environment only when low carbon sources, such as nuclear reactors, are the primary energy source for hydrogen production. The future could well be the Hydrogen Age. We show that a major reduction in greenhouse emissions worldwide can be obtained by synergistic nuclear-electric-renewable production of hydrogen, thus alleviating potential effects on future generations. Copyright © 2008 John Wiley & Sons, Ltd. [source]


Transportation demand for petroleum products in Indonesia: a time series analysis

OPEC ENERGY REVIEW, Issue 2 2009
Suleiman Sa'ad
This paper used annual time series data for the period 1973 to 2007 in two econometric techniques [the structural time series model (STSM) and unrestricted error correction model (UECM)] developed to estimate petroleum products (gasoline and diesel) and demand functions for the transportation sector of Indonesia and make a forecast of per capita consumption of the total products until the year 2030 under three scenarios. The results from both models revealed that the demand for petroleum products are price inelastic, with an estimated long-run price elasticity of ,0.19 in the STSM and ,0.16 in the UECM. However, total petroleum is income elastic in the long run with a long-run income elasticity of 0.97 under the STSM and 0.88 in the UECM. The estimated demand functions are used to construct a projection of future transportation demand for petroleum products until 2030 under three alternative scenarios: business as usual, low case scenario and high case scenario. The results of this exercise suggests that by 2030, the demand for total petroleum products per capita for Indonesia will increase to about 0.498 toe in the STSM and 0.476 toe in the UECM under the baseline scenario, 0.197 toe in the STSM and 0.186 toe in the UECM under low case scenario and finally, 0.976 toe in the STSM and 0.886 toe under high case scenario. [source]


Modelling aviation fuel demand: the case of the United States and China

OPEC ENERGY REVIEW, Issue 4 2008
Dr. Mohammad Mazraati
The aviation sector's contribution to the world economy is 8 per cent, while using 5.8 per cent of total world oil demand. Within the transportation sector, aviation consumes about 12.7 per cent of the total oil demanded by the transportation sector, with a growth rate of 2.32 per cent per annum in recent years, confirming the importance of aviation in the future energy market and economy. This paper considers modelling fuel demand in aviation sectors of two different markets. Jet fuel demand is modelled in the United States as a matured market and China as a fast growing market. A constant elasticity log-log model using recent data of passenger aviation traffic, freight aviation traffic and airline load factors for both countries. Economic growth and fuel prices were also considered as determinants in the model. A system of three equations was developed for each country to forecast long-term jet fuel consumption levels to 2025. The mature US aviation sector was found to react better to price and short-term economic fluctuations, in contrast with the fast growing Chinese aviation sector, where the hike in prices did not seem to have much effect. [source]


Oil demand in transportation sector in Iran: an efficiency and income asymmetric modelling approach

OPEC ENERGY REVIEW, Issue 4 2007
Mohammad Mazraati
The transportation sector in Iran consumed about 52 per cent of oil demand in 2005. This high consumption rate of oil in the sector is fuelled by many factors including fiscal policies structural, as well as infrastructural factors. The vehicle ownership (intensity), efficiency of vehicles, public transportation, transport infrastructure, per capita income, cost of vehicle use, and fuel prices are among the factors which are shaping the trend of oil demand in this very important sector. Energy in Iran is heavily subsidized and in the transportation sector, the subsidy amounted to $3.59 billion in 1996, rising to $12.43 billion in 2005. Logistic model of vehicle ownership is estimated as a function of real per capita income, length of roads and other explanatory variables. Per capita income is a cumulative non-declining variable incorporating the idea of income asymmetric. Oil demand is estimated as a function of fuel efficiency, age of car fleet, per capita income and vehicle ownership per 1,000 inhabitants. Oil demand elasticities of vehicle ownership and fuel efficiency are 1.29 and 1.11, respectively, confirming that these variables have major impacts on oil demand in the transportation sector. It is concluded that rationing of fuel or upward price adjustment merely cannot curb the fast growth of oil demand in the sector. A policy package including mandatory fuel efficiency standards, scraping of old vehicles, upward fuel price, and development of public transportation could lead to better management of fuel consumption in this sector. [source]


Commercializing lignocellulosic bioethanol: technology bottlenecks and possible remedies

BIOFUELS, BIOPRODUCTS AND BIOREFINING, Issue 1 2010
Saumita Banerjee
Abstract With diminishing oil supplies and growing political instability in oil-producing nations, the world is facing a major energy threat which needs to be solved by virtue of alternative energy sources. Bioethanol has received considerable attention in the transportation sector because of its utility as an octane booster, fuel additive, and even as neat fuel. Brazil and the USA have been producing ethanol on a large scale from sugarcane and corn, respectively. However, due to their primary utility as food and feed, these crops cannot meet the global demand for ethanol production as an alternative transportation fuel. Lignocellulosic biomass is projected as a virtually eternal raw material for fuel ethanol production. The main bottleneck so far has been the technology concerns, which do not support cost-effective and competitive production of lignocellulosic bioethanol. This review sheds light on some of the practical approaches that can be adopted to make the production of lignocellulosic bioethanol economically attractive. These include the use of cheaper substrates, cost-effective pre-treatment techniques, overproducing and recombinant strains for maximized ethanol tolerance and yields, improved recovery processes, efficient bioprocess integration, economic exploitation of side products, and energy and waste minimization. An integrated and dedicated approach can help in realizing large-scale commercial production of lignocellulosic bioethanol, and can contribute toward a cleaner and more energy efficient world. Copyright © 2009 Society of Chemical Industry and John Wiley & Sons, Ltd [source]


Advanced biofuel production in microbes

BIOTECHNOLOGY JOURNAL, Issue 2 2010
Pamela P. Peralta-Yahya
Abstract The cost-effective production of biofuels from renewable materials will begin to address energy security and climate change concerns. Ethanol, naturally produced by microorganisms, is currently the major biofuel in the transportation sector. However, its low energy content and incompatibility with existing fuel distribution and storage infrastructure limits its economic use in the future. Advanced biofuels, such as long chain alcohols and isoprenoid- and fatty acid-based biofuels, have physical properties that more closely resemble petroleum-derived fuels, and as such are an attractive alternative for the future supplementation or replacement of petroleum-derived fuels. Here, we review recent developments in the engineering of metabolic pathways for the production of known and potential advanced biofuels by microorganisms. We concentrate on the metabolic engineering of genetically tractable organisms such as Escherichia coli and Saccharomyces cerevisiae for the production of these advanced biofuels. [source]


Occupational injuries to oregon workers 24 years and younger: An analysis of workers' compensation claims, 2000,2007

AMERICAN JOURNAL OF INDUSTRIAL MEDICINE, Issue 10 2010
Jaime K. Walters MPH
Abstract Background Occupational injuries to adolescents and young adults are a known public health problem. We sought to describe and estimate rates of occupational injuries to workers younger than 25 years of age in Oregon during an 8-year period. Methods Oregon workers' compensation disabling claims data (n,=,23,325) and one commercial insurance carrier's non-disabling claims data (n,=,16,153) were analyzed. Total employment from the Local Employment Dynamics of the U.S. Census Bureau and the Oregon Labor Market Information System was used as a denominator for rates. Results Injuries were more frequent among 22,24 year olds and among males, though females accounted for a higher proportion of claims in the youngest age group. The most common injury type was a sprain or strain, but lacerations and burns were more frequently reported in the 14,18 year olds. When non-disabling claims were included, the rate of injury for 14,18 year olds doubled. The overall rate of injury was 122.7/10,000 workers, but was higher in the construction, manufacturing, and transportation sectors, and in the agriculture, forestry, fishing, and hunting sector for older teens and young adults. Conclusions Young workers continue to be at risk for occupational injuries. Our results show that specific interventions may be needed for older teen and young adult workers to reduce their rate of injury. Am. J. Ind. Med. 53:984,994, 2010. © 2010 Wiley-Liss, Inc. [source]