Belgrade’s Urban Transport CO2 Emissions from an International Perspective

Jovanovic, Mladjan

doi:10.15244/pjoes/61259

Cited by 13 publications

(7 citation statements)

References 24 publications

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“…In his study, Jovanovic [32] show that due to its extremely high share of regular diesel buses in urban public transport of Belgrade, CO 2 emissions are not as efficient as they should be and if urban transport supports rail use (electric propulsion system), the CO 2 emissions are much lower than emissions of regular buses (diesel propulsion system).…”

Section: Diesel Bus Monitoring Data Analysismentioning

confidence: 99%

Replacing Diesel Buses with Electric Buses for Sustainable Public Transportation and Reduction of CO<sub>2</sub> Emissions

Todoruț¹,

Cordoș²,

Iclodean³

2020

Pol. J. Environ. Stud.

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Section: Diesel Bus Monitoring Data Analysismentioning

confidence: 99%

Replacing Diesel Buses with Electric Buses for Sustainable Public Transportation and Reduction of CO<sub>2</sub> Emissions

Todoruț¹,

Cordoș²,

Iclodean³

2020

Pol. J. Environ. Stud.

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“…And most of all, intensive studies on national [7][8], regional [9][10], and industrial [11][12][13] CO 2 emissions that account for influencing factors have been conducted. Comprehensive literature, the main measuring and calculating methods of CO 2 emissions are the material balance method, the actual measurement method, and the model estimation method [14][15][16].…”

Section: Literature Reviewmentioning

confidence: 99%

CO2 Emissions from the Power Industry in the China’s Beijing-Tianjin-Hebei Region: Decomposition and Policy Analysis

Zhang¹,

Mi²,

Zhang³

2017

Pol. J. Environ. Stud.

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Based on the energy consumption data of power industry in the Beijing-Tianjin-Hebei region from 1995 to 2014, our paper first estimated CO 2 emissions using the IPCC carbon accounting methods. Then, starting from the perspective of the power industry chain -including power generation, transmission, and final consumption -we established the hierarchical LMDI decomposition model; decomposed driving factors of CO 2 emissions into effects of fuel mix; the coal consumption rate; power generation structure; the ratio of power generation to consumption, transmission, and distribution losses; production sectors' electricity intensity; industrial structure; household electricity intensity; economic scale; and population size. Results show that: 1. During 1995-2014, CO 2 emissions of power industry in the Beijing-Tianjin-Hebei region developed in fluctuation and showed a rising trend in general, with annual average growth rate of 5.93%. 2. The factors that drive the growth of CO 2 emissions from the power industry in the Beijing-Tianjin-Hebei region are, in order, economic scale, population size, transmission and distribution losses, and industrial structure, with a contribution rate of 150.70%, 20.80%, 8.86%, and 8.83%. The factors that drive CO 2 emissions reduction are production sectors' electricity intensity, the coal consumption rate, the ratio of electricity generation and consumption, household electricity intensity, power generation structure, and fuel mix, with a contribution rate of -45.97%, -22.38%, -19.41%, -0.62%, -0.49%, and -0.32%, respectively.

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“…They should aim at reducing total consumption, which means reducing VKT -not just vehicle-specific consumption [26,[28][29].…”

Section: Different Scenarios For Reducing Air Transport Co 2 Emissionsmentioning

confidence: 99%

Challenges Ahead: Mitigating Air Transport Carbon Emissions

Jovanovic¹,

Vracarevic²

2016

Pol. J. Environ. Stud.

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The Intergovernmental Panel on Climate Change [1] has declared that "warming of the climate system is unequivocal" and concluded that most of the observed increase in global average temperature since the mid-20th century is the result of human activities that are increasing greenhouse gas (GHG) concentrations in the atmosphere.The IPCC [1] further projected that the pace of climate change is going to accelerate with continued GHG emissions, and that even if atmospheric concentrations of GHGs were stabilized at current levels, the Earth would continue to warm as a result of past GHG emissions and feedbacks in the global climate system [2].The IPCC [1] suggests that even if CO 2 emissions decline by 85% (of 2000 emissions) by 2050, average global warming is likely to remain between 2.0ºC and 2.4ºC by the end of the century [2].Hence, global atmospheric concentrations of carbon dioxide (CO 2 ) should be kept below 450 ppmv. In order to achieve this, a reduction of GHG emissions by about 80% is required by 2050 for developed economies, while at the same time room for development for developing countries is created.Pol. J. Environ. Stud. Vol. 25, No. 5 (2016), 1975-1984 AbstractIn this paper we confront widely accepted global climate stabilization goals (70% reduction of CO 2 emissions) with the International Civil Aviation Organization's (ICAO) forecasts of future commercial aviation growth, in order to explore the real possibilities of realizing these climate stabilization goals. By using ICAO forecasts, we clearly show that, instead of the proclaimed 70% reduction of CO 2 emissions, air transport's CO 2 emissions are going to rise five-fold (4.9 times) in the 2005-40 period. But even if a 70% increase of aviation's energy efficiency and reduction of CO 2 emissions could be somehow (miraculously) achieved, CO 2 emissions of air transport would be higher by 50% in 2040 (than in 2005), due to the sudden increase in the volume of air-transport tourist trips. So, if the aim is to achieve ambitious energy consumption and GHG reduction for air transport within the next few decades, policies should aim at reducing total consumption, which means reducing VKT -not just vehicle-specific consumption. Due to the extremely high growth rates in the volume of air traffic, it is highly unlikely that technical progress of engines will be sufficient to reduce overall emissions or even keep them at today's levels. Hence, the policy focus should shift to more rigorous and efficient implementation of market-driven instruments, which, apart from creating incentives to develop and use low-emission technologies, can also reduce the demand for travel.

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Belgrade’s Urban Transport CO2 Emissions from an International Perspective

Cited by 13 publications

References 24 publications

Replacing Diesel Buses with Electric Buses for Sustainable Public Transportation and Reduction of CO<sub>2</sub> Emissions

Replacing Diesel Buses with Electric Buses for Sustainable Public Transportation and Reduction of CO<sub>2</sub> Emissions

CO2 Emissions from the Power Industry in the China’s Beijing-Tianjin-Hebei Region: Decomposition and Policy Analysis

Challenges Ahead: Mitigating Air Transport Carbon Emissions

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