The document summarizes research exploring the air pollution and emissions benefits of electrifying medium- and heavy-duty vehicles using the EPAUS9rT-TIMES energy system model. The research finds that adopting a target of 100% zero-emission medium- and heavy-duty vehicles by 2050 results in net carbon dioxide reductions despite increasing electricity demand. It also finds marginal reductions in other air pollutants from the transportation sector, though reductions are smaller than declines seen in the power and industrial sectors. A carbon tax can further reduce emissions but is not necessary for the zero-emissions vehicle target to provide benefits.
Techno-economic and environmental implications of transportation decarbonizat...IEA-ETSAP
Techno-economic and environmental implications of transportation decarbonization pathways for New York City using City-based Optimization Model for Energy Technologies (COMET)
Dr. Ozge Kaplan, US Environmental Protection Agency
Equity & Freight Electrification by Jose Miguel Acosta CordovaForth
José Miguel Acosta Córdova, Transportation Justice Program Manager at Little Village Environmental Justice Organization (LVEJO) gave this presentation at Forth Design and Fund Equitable Electric Mobility For Your Community workshop on April 17, 2024.
Mike Tinskey, Ford -- "Trends in 'Energi': Impacting the Way we Refuel our Ve...Forth
The document discusses trends in vehicle electrification and alternative energies impacting how vehicles and homes are powered. It notes increasing customer demand for more efficient vehicles and a long-term industry commitment to sustainability. Various technologies for improving vehicle efficiency are discussed, as well as growing sales of electrified vehicles. Challenges around infrastructure development and battery recycling are also covered. The impacts of electrification on the electric grid and utilities are examined, along with strategies like time-of-use rates. Case studies demonstrate how homes can significantly reduce energy use and costs through electrification and efficiency measures. The document advocates an integrated multi-stakeholder approach to building a sustainable electrified transportation future.
Should the focus be on broader policy goals or on specific technology targets?IEA-ETSAP
This document provides an overview of the Swiss energy system and scenarios analyzed using the Swiss TIMES Energy Model (STEM). STEM is a whole energy system optimization model of Switzerland that examines the Swiss energy system from primary energy supply to end use across sectors. The document describes scenarios that focus on either achieving a 40% or 60% reduction in transport sector CO2 emissions by 2050 or achieving a system-wide 60-67% CO2 reduction. The results show that a transport sector target alone shifts emissions to other sectors while a system-wide target leads to greater electrification and use of renewable electricity to reduce overall CO2 emissions.
The Carbon Nexus - Boilers, Power Plants, and Strategic Energy ManagementVeritatis Advisors, Inc.
Lender, Insurers, manufacturers, regulators lack standardized methods to gauge the accuracy of predicted energy consumption thus financial savings from energy efficiency upgrades. This presentation captures the nexus of relevant issues in recently published case study and market experience. Author Don Macdonald of Veritatis Advisors, 2015
The document summarizes insights from an International Transport Forum case study that modeled low-emission freight pathways in Argentina. It discusses:
- The importance of accurate data for defining effective policies and measuring their impacts.
- An ITF modeling framework that analyzes freight and passenger transport scenarios globally and at urban/non-urban scales.
- How the model was applied to Argentina by refining spatial and network details, validating data, and defining policy scenarios in collaboration with Argentine ministries.
- Key results showing potential emissions reductions from measures like fleet renewal, modal shifts, and combined scenarios.
Techno-economic and environmental implications of transportation decarbonizat...IEA-ETSAP
Techno-economic and environmental implications of transportation decarbonization pathways for New York City using City-based Optimization Model for Energy Technologies (COMET)
Dr. Ozge Kaplan, US Environmental Protection Agency
Equity & Freight Electrification by Jose Miguel Acosta CordovaForth
José Miguel Acosta Córdova, Transportation Justice Program Manager at Little Village Environmental Justice Organization (LVEJO) gave this presentation at Forth Design and Fund Equitable Electric Mobility For Your Community workshop on April 17, 2024.
Mike Tinskey, Ford -- "Trends in 'Energi': Impacting the Way we Refuel our Ve...Forth
The document discusses trends in vehicle electrification and alternative energies impacting how vehicles and homes are powered. It notes increasing customer demand for more efficient vehicles and a long-term industry commitment to sustainability. Various technologies for improving vehicle efficiency are discussed, as well as growing sales of electrified vehicles. Challenges around infrastructure development and battery recycling are also covered. The impacts of electrification on the electric grid and utilities are examined, along with strategies like time-of-use rates. Case studies demonstrate how homes can significantly reduce energy use and costs through electrification and efficiency measures. The document advocates an integrated multi-stakeholder approach to building a sustainable electrified transportation future.
Should the focus be on broader policy goals or on specific technology targets?IEA-ETSAP
This document provides an overview of the Swiss energy system and scenarios analyzed using the Swiss TIMES Energy Model (STEM). STEM is a whole energy system optimization model of Switzerland that examines the Swiss energy system from primary energy supply to end use across sectors. The document describes scenarios that focus on either achieving a 40% or 60% reduction in transport sector CO2 emissions by 2050 or achieving a system-wide 60-67% CO2 reduction. The results show that a transport sector target alone shifts emissions to other sectors while a system-wide target leads to greater electrification and use of renewable electricity to reduce overall CO2 emissions.
The Carbon Nexus - Boilers, Power Plants, and Strategic Energy ManagementVeritatis Advisors, Inc.
Lender, Insurers, manufacturers, regulators lack standardized methods to gauge the accuracy of predicted energy consumption thus financial savings from energy efficiency upgrades. This presentation captures the nexus of relevant issues in recently published case study and market experience. Author Don Macdonald of Veritatis Advisors, 2015
The document summarizes insights from an International Transport Forum case study that modeled low-emission freight pathways in Argentina. It discusses:
- The importance of accurate data for defining effective policies and measuring their impacts.
- An ITF modeling framework that analyzes freight and passenger transport scenarios globally and at urban/non-urban scales.
- How the model was applied to Argentina by refining spatial and network details, validating data, and defining policy scenarios in collaboration with Argentine ministries.
- Key results showing potential emissions reductions from measures like fleet renewal, modal shifts, and combined scenarios.
SEAI - National Energy Research and Policy Conference 2021 - Session 2SustainableEnergyAut
The document summarizes a presentation on mitigating air pollution from heavy-duty vehicles (HDVs) in Ireland. The presentation covered:
1) Estimating emissions from Ireland's 2018 HDV fleet using modeling tools and finding total emissions were higher when including lighter vehicles.
2) Projections showed emissions increasing by 2030 and 2050 without intervention.
3) Various mitigation measures were evaluated including alternative fuels, technologies, eco-driving practices, and demand management. Modeling found measures like scrubbers and filters can reduce emissions cost-effectively.
4) Stakeholder interviews found openness to training and incentives to adopt alternatives but noted infrastructure and data limitations.
5) Guidelines
USEPA9rT whole energy system decarbonization scenario analysis in the Energy ...IEA-ETSAP
The EPAUS9r TIMES model was developed in 2002 and has been used to analyze energy and emissions scenarios including deep decarbonization pathways. It models the US energy system at 9 regional levels from 2010-2055. Over 50 organizations have utilized its database. The model was applied to scenarios for the EMF37 study exploring pathways to net-zero emissions for North America by 2050. Preliminary results showed energy system CO2 reductions of 65-79% across scenarios, with additional reductions coming from carbon capture and land use changes. Electrification increased substantially. Carbon capture needs ranged from 1202-3268 Mt. Transportation fuel use decreased 36-47% with electricity and hydrogen replacing liquid fuels.
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A vision for an accelerated model for mobility electrification through a tested peer-network strategy:
1) Advance innovation and market transformation by supporting and working with large cities and smaller leading communities that are ready to take action.
2) Provide clear guidance, bandwidth, resources and peer support channels to transform local governments into powerful and collaborative thought leaders on prudent and responsible market transformation.
Routes to Clean Air 2016 - Dr Jon Lamonte, Transport for Greater ManchesterIES / IAQM
This document discusses air quality and interventions in Greater Manchester. It notes that Transport for Greater Manchester oversees transport across the region, which has over 2.7 million residents across 10 local authorities. It outlines challenges with emissions and current actions being taken, including expanding public transport infrastructure, over 300 electric vehicle charging points, and improving bus and freight fleets. Future plans discussed include expanding the use of low-emission vehicles, further public transport improvements, and considering a Clean Air Zone, though political and economic impacts would need to be balanced.
The future of Carbon: The tools and skills that will be required by the next ...grizzlybeare
This presentation introduces tools for measuring carbon emissions and life cycle costs. It discusses drivers like climate change, energy availability, and legislation that are increasing pressure to evaluate and reduce carbon emissions and costs. Two tools are described: CapIT, an online estimating system for capital costs and carbon, and LifeCYCLE, an internet-based model calculating life cycle costs and carbon for buildings by quantifying materials, transport, operations, and end of life impacts. Benefits include efficiency, accuracy, auditability, and future-proofing estimates for tightening legislation.
This document summarizes a presentation on tools for measuring carbon emissions and whole life costs. It introduces CapIT and LifeCYCLE, two online tools developed by Mott MacDonald for estimating capital costs, carbon emissions, and life cycle costs of buildings and civil engineering projects. CapIT allows users to estimate costs and carbon based on an online database, while LifeCYCLE calculates direct and indirect carbon over a building's lifetime including construction, operation, and end of life. The presentation outlines drivers for reducing carbon like climate change and legislation, and notes the benefits of Mott MacDonald's tools for efficiently measuring both carbon and costs from a single input.
Dr. Susan Grant-Muller presents on measuring the environmental and energy impacts of intelligent transportation systems (ITS) through key performance indicators (KPIs). She discusses how ITS can impact vehicle emissions and energy use both through changes in road user behavior and the infrastructure needed to support ITS. Common ITS strategies are shown to reduce vehicle emissions by 5-20% according to various studies. Grant-Muller recommends a minimum of two KPIs to capture ITS impacts: 1) changes in road user emissions and 2) roadside energy consumption scaled to the size of the ITS scheme. Stakeholders are believed to find the environmental impacts of ITS important to consider within a broader evaluation framework.
This document discusses trends in vehicle emissions and strategies for reducing emissions from commercial vehicles in the UK. It notes that commercial vehicles, particularly light commercial vehicles, are an increasing source of greenhouse gas emissions and poor air quality. There are a range of technologies that can help reduce both greenhouse gas emissions and air pollutants from commercial vehicles. Accreditation schemes for low-carbon vehicles and components could provide confidence to fleet operators and a metric for government incentives. Improving real-world testing and addressing emissions from auxiliary equipment are also important areas to focus on in working towards emissions reduction targets.
STEP Annual Conference 2017 - Vincent McInallly, Glasgow City Council - CAFS ...STEP_scotland
The document discusses air quality issues in Glasgow, including high levels of nitrogen dioxide and particulate matter that contribute to an estimated 300 premature deaths per year. It outlines Glasgow City Council's plans to introduce a low emission zone by 2018 to reduce emissions, with a focus on replacing older diesel buses, vans, trucks and cars with newer, cleaner models. Challenges to implementing the low emission zone are also examined, such as funding, timelines for vehicle upgrades, and developing technical guidance.
Flora Flygt: Clean Power Plan Impact on Transmisssion Planning, Development a...EnergyTech2015
EnergyTech2015.com
Track 1 Session 2
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On June 2, 2014, the U.S. EPA, proposed a plan with the stated purpose of reducing carbon emissions from electric generating units, under Section 111(d) of the Clean Air Act. The CPP sets a CO2 emission target for each state, and utilizes four “building blocks” in devising those rates. The CPP suggests power to be dispatched based upon environmental considerations. Today, regional electric markets dispatch power based upon economic considerations and not environmental considerations. More than four million entities submitted comments on the proposed CPP and on August 3, 2015, the U.S. EPA issued their final plan. What is the overall affect on states, utilities, and ratepayers? What is the timeline for implementation of the CPP? What does the plan mean for the future electric generation mix? How will reliability and prices be impacted? What kinds of technology and regulatory policy changes will be needed?
Moderator: Maria Ilic, CMU Professor
Asim Haque, PUCO Commissioner
Flora Flygt, Strategy Planning & Policy Advisor, American Transmission Company
The document summarizes Black & Veatch's work in electrifying transportation fleets through zero-emission infrastructure. It discusses their expertise in renewable energy, battery storage, hydrogen refueling and high-powered charging. It also covers lessons learned from electric vehicle infrastructure projects, the growing market and business model choices, and competing stakeholders in fleet electrification.
Also see: http://bit.ly/1vjtYg8
Professor Chris Nash spoke on heavy goods vehicle charging at the Australian Competition and Consumer Commission Conference on regulation in Brisbane on 8th Aug 2014.
www.accc.gov.au/about-us/conferences-events/accc/aer-regulatory-conference/accc-aer-regulatory-conference-2014
The document discusses efforts by the South Coast Air Quality Management District (AQMD) to promote the adoption of plug-in electric vehicles (PEVs) in order to reduce nitrogen oxide emissions and meet federal air quality standards. AQMD provides funding incentives for PEV infrastructure and technology demonstrations. It has installed electric vehicle charging stations and demonstrated various PEV models including electric cars, buses, and trucks. AQMD is working with regional partners on public outreach and planning to expand PEV adoption and the supporting charging network.
Presentation by The Climate Trust's Executive Director, Sean Penrith, at the Northwest Legislators Carbon Policy Forum. Presentation includes: the basics of cap, tax and dividend; real world performance; Oregon's choices; and implications for the region and compliance with the Clean Power Plan.
The Role of Airports in Addressing Carbon TargetsWSP
This document summarizes carbon management approaches for airports and case studies on Manchester Airport's progress in addressing carbon targets. It discusses international carbon policies affecting airports, carbon trading and pricing mechanisms, and the Airport Carbon Accreditation scheme. It provides details on Manchester Airport's commitment to carbon neutrality, achievements in reducing emissions, and strategies for engaging stakeholders and unlocking future opportunities in renewable energy and low-carbon technologies.
The document outlines plans to develop an electric vehicle charging infrastructure network across London by 2015. It aims to install 25,000 charging points, including 500 on-street points, 2,000 in public car parks, and 22,500 in partnership with businesses. This will include a mix of slow, fast, and potential rapid charging points. The goals are to stimulate electric vehicle adoption and make London a leader in electric transportation.
1) Electromobility has reached a tipping point and electric vehicles sales are increasing significantly in some countries like Norway.
2) If electromobility is implemented properly, it can help integrate larger amounts of variable renewable energy into power systems. However, electric vehicle charging may require grid reinforcements and smart charging strategies are needed.
3) Transitioning the transport sector to renewable energy can reduce transportation carbon emissions by 70% by 2050 and help achieve climate change goals, with two-thirds of reductions coming from electromobility powered by carbon-free electricity projected to be 85% renewable. Biofuels and hydrogen can also contribute to decarbonizing transportation.
Variable Renewable Energy in China's TransitionIEA-ETSAP
Variable Renewable Energy in China's Transition
Ding Qiuyu, UCL Energy Institute
16–17th november 2023, Turin, Italy, etsap meeting, etsap winter workshop, semi-annual meeting, november 2023, Politecnico di Torino Lingotto, Torino
The Nordics as a hub for green electricity and fuelsIEA-ETSAP
The Nordics as a hub for green electricity and fuels
Mr. Till ben Brahim, Energy Modelling Lab, Denmark
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2) Projections showed emissions increasing by 2030 and 2050 without intervention.
3) Various mitigation measures were evaluated including alternative fuels, technologies, eco-driving practices, and demand management. Modeling found measures like scrubbers and filters can reduce emissions cost-effectively.
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This document discusses air quality and interventions in Greater Manchester. It notes that Transport for Greater Manchester oversees transport across the region, which has over 2.7 million residents across 10 local authorities. It outlines challenges with emissions and current actions being taken, including expanding public transport infrastructure, over 300 electric vehicle charging points, and improving bus and freight fleets. Future plans discussed include expanding the use of low-emission vehicles, further public transport improvements, and considering a Clean Air Zone, though political and economic impacts would need to be balanced.
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This presentation introduces tools for measuring carbon emissions and life cycle costs. It discusses drivers like climate change, energy availability, and legislation that are increasing pressure to evaluate and reduce carbon emissions and costs. Two tools are described: CapIT, an online estimating system for capital costs and carbon, and LifeCYCLE, an internet-based model calculating life cycle costs and carbon for buildings by quantifying materials, transport, operations, and end of life impacts. Benefits include efficiency, accuracy, auditability, and future-proofing estimates for tightening legislation.
This document summarizes a presentation on tools for measuring carbon emissions and whole life costs. It introduces CapIT and LifeCYCLE, two online tools developed by Mott MacDonald for estimating capital costs, carbon emissions, and life cycle costs of buildings and civil engineering projects. CapIT allows users to estimate costs and carbon based on an online database, while LifeCYCLE calculates direct and indirect carbon over a building's lifetime including construction, operation, and end of life. The presentation outlines drivers for reducing carbon like climate change and legislation, and notes the benefits of Mott MacDonald's tools for efficiently measuring both carbon and costs from a single input.
Dr. Susan Grant-Muller presents on measuring the environmental and energy impacts of intelligent transportation systems (ITS) through key performance indicators (KPIs). She discusses how ITS can impact vehicle emissions and energy use both through changes in road user behavior and the infrastructure needed to support ITS. Common ITS strategies are shown to reduce vehicle emissions by 5-20% according to various studies. Grant-Muller recommends a minimum of two KPIs to capture ITS impacts: 1) changes in road user emissions and 2) roadside energy consumption scaled to the size of the ITS scheme. Stakeholders are believed to find the environmental impacts of ITS important to consider within a broader evaluation framework.
This document discusses trends in vehicle emissions and strategies for reducing emissions from commercial vehicles in the UK. It notes that commercial vehicles, particularly light commercial vehicles, are an increasing source of greenhouse gas emissions and poor air quality. There are a range of technologies that can help reduce both greenhouse gas emissions and air pollutants from commercial vehicles. Accreditation schemes for low-carbon vehicles and components could provide confidence to fleet operators and a metric for government incentives. Improving real-world testing and addressing emissions from auxiliary equipment are also important areas to focus on in working towards emissions reduction targets.
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On June 2, 2014, the U.S. EPA, proposed a plan with the stated purpose of reducing carbon emissions from electric generating units, under Section 111(d) of the Clean Air Act. The CPP sets a CO2 emission target for each state, and utilizes four “building blocks” in devising those rates. The CPP suggests power to be dispatched based upon environmental considerations. Today, regional electric markets dispatch power based upon economic considerations and not environmental considerations. More than four million entities submitted comments on the proposed CPP and on August 3, 2015, the U.S. EPA issued their final plan. What is the overall affect on states, utilities, and ratepayers? What is the timeline for implementation of the CPP? What does the plan mean for the future electric generation mix? How will reliability and prices be impacted? What kinds of technology and regulatory policy changes will be needed?
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Asim Haque, PUCO Commissioner
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Also see: http://bit.ly/1vjtYg8
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1) Electromobility has reached a tipping point and electric vehicles sales are increasing significantly in some countries like Norway.
2) If electromobility is implemented properly, it can help integrate larger amounts of variable renewable energy into power systems. However, electric vehicle charging may require grid reinforcements and smart charging strategies are needed.
3) Transitioning the transport sector to renewable energy can reduce transportation carbon emissions by 70% by 2050 and help achieve climate change goals, with two-thirds of reductions coming from electromobility powered by carbon-free electricity projected to be 85% renewable. Biofuels and hydrogen can also contribute to decarbonizing transportation.
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The document discusses using science fiction to think about future energy systems. It proposes applying system analysis models to explore different technology combinations that meet future energy needs. However, it notes that these models do not consider social factors like behavior and justice. It suggests using genres like climate fiction and solar punk to bring more collective narratives about energy futures. Specifically, it advocates using a hackathon approach to gather knowledge and create imaginary fiction stories around different future scenarios to help build worlds and consider the human aspects of energy system design.
Will it leak?: Discussions of leakage risk from subsurface storage of carbon ...IEA-ETSAP
The document discusses carbon capture and storage (CCS) and the potential risks of leakage from subsurface storage of carbon dioxide. It provides background on CCS, explaining that carbon dioxide is captured from industrial sources and injected underground for permanent storage. It then discusses four main types of potential subsurface leakage: 1) capillary leakage if seal rocks have larger particles, 2) exceeding the fracture gradient of the seal, 3) leakage along or across faults, and 4) leakage from new or legacy boreholes. The document analyzes case studies of both CCS and carbon capture, utilization, and storage (CCUS) projects to illustrate examples of each leakage type. It concludes that CCS/CCUS has a low overall risk but is not
Long-Term Decarbonization Pathways In Emerging Economies: Insights From 12 Mo...IEA-ETSAP
This document summarizes the preliminary results of a study comparing long-term decarbonization pathways in 12 developing countries and 2 regions modeled using the Electricity Planning Model. Key findings include:
1) Ambitious decarbonization would require annual investments of 1-3% of GDP, compared to around 1% for business-as-usual scenarios.
2) Renewables, led by solar, would dominate capacity additions. Conventional plants would operate more flexibly to integrate variable renewables.
3) Achieving deep decarbonization would significantly increase energy costs but carbon prices of $20-120/t could enable cost-effective emissions reductions.
Evolving Lifecycles with High Resolution Site Characterization (HRSC) and 3-D...Joshua Orris
The incorporation of a 3DCSM and completion of HRSC provided a tool for enhanced, data-driven, decisions to support a change in remediation closure strategies. Currently, an approved pilot study has been obtained to shut-down the remediation systems (ISCO, P&T) and conduct a hydraulic study under non-pumping conditions. A separate micro-biological bench scale treatability study was competed that yielded positive results for an emerging innovative technology. As a result, a field pilot study has commenced with results expected in nine-twelve months. With the results of the hydraulic study, field pilot studies and an updated risk assessment leading site monitoring optimization cost lifecycle savings upwards of $15MM towards an alternatively evolved best available technology remediation closure strategy.
Climate Change All over the World .pptxsairaanwer024
Climate change refers to significant and lasting changes in the average weather patterns over periods ranging from decades to millions of years. It encompasses both global warming driven by human emissions of greenhouse gases and the resulting large-scale shifts in weather patterns. While climate change is a natural phenomenon, human activities, particularly since the Industrial Revolution, have accelerated its pace and intensity
Optimizing Post Remediation Groundwater Performance with Enhanced Microbiolog...Joshua Orris
Results of geophysics and pneumatic injection pilot tests during 2003 – 2007 yielded significant positive results for injection delivery design and contaminant mass treatment, resulting in permanent shut-down of an existing groundwater Pump & Treat system.
Accessible source areas were subsequently removed (2011) by soil excavation and treated with the placement of Emulsified Vegetable Oil EVO and zero-valent iron ZVI to accelerate treatment of impacted groundwater in overburden and weathered fractured bedrock. Post pilot test and post remediation groundwater monitoring has included analyses of CVOCs, organic fatty acids, dissolved gases and QuantArray® -Chlor to quantify key microorganisms (e.g., Dehalococcoides, Dehalobacter, etc.) and functional genes (e.g., vinyl chloride reductase, methane monooxygenase, etc.) to assess potential for reductive dechlorination and aerobic cometabolism of CVOCs.
In 2022, the first commercial application of MetaArray™ was performed at the site. MetaArray™ utilizes statistical analysis, such as principal component analysis and multivariate analysis to provide evidence that reductive dechlorination is active or even that it is slowing. This creates actionable data allowing users to save money by making important site management decisions earlier.
The results of the MetaArray™ analysis’ support vector machine (SVM) identified groundwater monitoring wells with a 80% confidence that were characterized as either Limited for Reductive Decholorination or had a High Reductive Reduction Dechlorination potential. The results of MetaArray™ will be used to further optimize the site’s post remediation monitoring program for monitored natural attenuation.
Microbial characterisation and identification, and potability of River Kuywa ...Open Access Research Paper
Water contamination is one of the major causes of water borne diseases worldwide. In Kenya, approximately 43% of people lack access to potable water due to human contamination. River Kuywa water is currently experiencing contamination due to human activities. Its water is widely used for domestic, agricultural, industrial and recreational purposes. This study aimed at characterizing bacteria and fungi in river Kuywa water. Water samples were randomly collected from four sites of the river: site A (Matisi), site B (Ngwelo), site C (Nzoia water pump) and site D (Chalicha), during the dry season (January-March 2018) and wet season (April-July 2018) and were transported to Maseno University Microbiology and plant pathology laboratory for analysis. The characterization and identification of bacteria and fungi were carried out using standard microbiological techniques. Nine bacterial genera and three fungi were identified from Kuywa river water. Clostridium spp., Staphylococcus spp., Enterobacter spp., Streptococcus spp., E. coli, Klebsiella spp., Shigella spp., Proteus spp. and Salmonella spp. Fungi were Fusarium oxysporum, Aspergillus flavus complex and Penicillium species. Wet season recorded highest bacterial and fungal counts (6.61-7.66 and 3.83-6.75cfu/ml) respectively. The results indicated that the river Kuywa water is polluted and therefore unsafe for human consumption before treatment. It is therefore recommended that the communities to ensure that they boil water especially for drinking.
ENVIRONMENT~ Renewable Energy Sources and their future prospects.tiwarimanvi3129
This presentation is for us to know that how our Environment need Attention for protection of our natural resources which are depleted day by day that's why we need to take time and shift our attention to renewable energy sources instead of non-renewable sources which are better and Eco-friendly for our environment. these renewable energy sources are so helpful for our planet and for every living organism which depends on environment.
Epcon is One of the World's leading Manufacturing Companies.EpconLP
Epcon is One of the World's leading Manufacturing Companies. With over 4000 installations worldwide, EPCON has been pioneering new techniques since 1977 that have become industry standards now. Founded in 1977, Epcon has grown from a one-man operation to a global leader in developing and manufacturing innovative air pollution control technology and industrial heating equipment.
Presented by The Global Peatlands Assessment: Mapping, Policy, and Action at GLF Peatlands 2024 - The Global Peatlands Assessment: Mapping, Policy, and Action
Improving the viability of probiotics by encapsulation methods for developmen...Open Access Research Paper
The popularity of functional foods among scientists and common people has been increasing day by day. Awareness and modernization make the consumer think better regarding food and nutrition. Now a day’s individual knows very well about the relation between food consumption and disease prevalence. Humans have a diversity of microbes in the gut that together form the gut microflora. Probiotics are the health-promoting live microbial cells improve host health through gut and brain connection and fighting against harmful bacteria. Bifidobacterium and Lactobacillus are the two bacterial genera which are considered to be probiotic. These good bacteria are facing challenges of viability. There are so many factors such as sensitivity to heat, pH, acidity, osmotic effect, mechanical shear, chemical components, freezing and storage time as well which affects the viability of probiotics in the dairy food matrix as well as in the gut. Multiple efforts have been done in the past and ongoing in present for these beneficial microbial population stability until their destination in the gut. One of a useful technique known as microencapsulation makes the probiotic effective in the diversified conditions and maintain these microbe’s community to the optimum level for achieving targeted benefits. Dairy products are found to be an ideal vehicle for probiotic incorporation. It has been seen that the encapsulated microbial cells show higher viability than the free cells in different processing and storage conditions as well as against bile salts in the gut. They make the food functional when incorporated, without affecting the product sensory characteristics.
Improving the viability of probiotics by encapsulation methods for developmen...
Exploration of cross-sector emissions benefits of medium- and heavy-duty vehicle electrification using EPAUS9rT-TIMES model
1. Ozge Kaplan, Ph.D.
U.S. Environmental Protection Agency
Office of Research and Development
Contributors:
Andrew Zalesak, MS (former ORISE fellow)
Dan Loughlin (EPA/ORD)
Noah Kittner (UNC)
Presentation for IEA ETSAP Winter 2022 Workshop
1-2 December 2022
Columbia University
New York, NY
Exploration of cross-sector emissions benefits of medium- and heavy-duty
vehicle electrification using EPAUS9rT-TIMES model
Disclaimer: The views expressed in this presentation are those of the authors and do not necessarily represent the views or policies of the U.S. Environmental Protection Agency.
2. Air, Climate, and Energy Linkages
• Major pollutants include nitrogen
dioxides – triggering ozone
formation – and PM2.5 (or fine
particles)
• Air pollution leads to asthma
attacks and cause a range of other
health issues such as heart attacks,
strokes, lung cancer and even early
death
Transportation sector is one of the biggest contributors to air pollution.
In the U.S., 5.1 million children and 20 million adults have asthma.
3. • What are the air emission impacts of transportation decarbonization and
electrification pathways at national, state, county and local neighborhood
levels?
• When we capture drive cycles that are inherently distinct among city/urban and rural
conditions, would we be able to see and identify hot spots areas or areas that are
prime for emission reductions?
• Can this information be layered with GIS info to capture EJ issues, and reinforce just
transition efforts?
• What would be national decarbonization pathways?
• What would be the main drivers to initiate change?
• How much additional criteria pollutant reduction benefits can be observed?
Research Questions
5. Policies to Decarbonize Medium- and Heavy-Duty Sector
• Federal fuel economy standards: Heavy-Duty Greenhouse Gas Phase 2 rule and the
Safer Affordable Fuel-Efficient (SAFE) Vehicles Rule
• Federal electric bus program
• CA Hybrid and Zero-Emission Truck and Bus Voucher program
• CA Low Carbon Fuel Standard
• CA 1 metric ton weight exemption
• CA Innovative Clean Transit Rule
• all bus sales ZEV by 2029
• CA Advanced Clean Truck Rule
• 75% Class 4-8 straight truck sales ZEV by 2035
• 40% of tractor trailer sales ZEV by 2035
6. Multi-State Medium- and Heavy-Duty Zero Emission Vehicle
Memorandum of Understanding
• Non-binding agreement
• Signed by 15 states and the District of Columbia in 2020
• 30% of medium- and heavy-duty sales to be ZEV starting in 2030
• By 2050, all medium- and heavy-duty sales to be ZEV
• Incentives, outreach/education, standards
• Removing weight barriers, utility corporation, enable increased use of public transit
7. EPA’s US Nine Region Times Database
Reference Energy System EPAUS9rT DATABASE
Background: MARKAL/TIMES modeling framework originally
developed in 70s by BNL. Continued development through the IEA
ETSAP community.
Type: a dynamic, bottom-up, large-scale, linear optimization
modeling framework for energy systems
Developer: US EPA/ORD
Time Horizon: 2010 – 2055, 1,3, and 5-year increments
Spatial Resolution: 9 US Census Divisions
Sectors: Resources, EGUs, transportation, buildings, industrial
Main data source: DOE’s Annual Energy Outlook (AEO)
Pollutants: GHG and criteria air pollutants
Runtime: 30 mins
Requirements: Desktop PC
Availability: Developed and housed at EPA/ORD, publicly available
SCENARIO Analysis
8. Scenario framework to analyze cross sector emission benefits
Policies No ZEV Target ZEV Target
No CO2 tax BAU ZEV
CO2 tax TAX ZEV+TAX
• 30% of the new truck and bus purchases in
2030 to be “Battery Electric”
• 100% of the new truck and bus purchases
in 2050 to be “Battery Electric”
• Interpolate linearly between 2030-
2050
ZEVtarget implementation
• Energy system level CO2 only tax
• $100 per ton of CO2 in 2025
• Increasing 5% per year
CO2 tax implementation
R1
R2
R3
R4
R5
R6
R7
R8
R9
9. Updates to transportation emission representation
• EPA’s MOtor Vehicle Emission Simulator (MOVES)* - State-of-the-science emissions
modeling system
• Estimates air pollution emissions for criteria air pollutants, greenhouse gases and air toxics
• Covers onroad vehicles such as cars, trucks and buses, and nonroad equipment such as
bulldozers and lawnmowers
• Does not cover aircraft, locomotives, and commercial marine vessels
• Incorporates the latest data on vehicle populations, travel activity, and emission rates as well
as updated fuel supply information at the county level
• Improved modeling to better account for vehicle starts, long-haul truck hotelling, and off-
network idling
• Incorporated the impacts of the Heavy-Duty Greenhouse Gas Phase 2 rule and the Safer
Affordable Fuel-Efficient (SAFE) Vehicles Rule
• Ran MOVES3 at state scale aggregated to nine-census region
• Gathered separate emissions factors for states
• Updated MOVES2014 based national emission factors to regionally differentiated
factors
• Weighted average based on state reported vehicle miles traveled
* https://www.epa.gov/moves
10. Transportation sector input parameters and assumptions
• Demands: Annual Energy Outlook (2021)
• Fuel efficiencies:
• Light-duty: Annual Energy Outlook
• Heavy-duty: NREL or AFLEET2020 tool
• Costs:
• Light-duty: Annual Energy Outlook
• Heavy-duty: NREL or AFLEET2020 tool
• Battery electric trucks:
• Long-haul: $248,108 (Phadke, et al., 2021)
• Short-haul: $211,831 (Phadke, et al., 2021)
• Assumptions:
• No fuel cell technology/hydrogen economy
• Chargers available and fast enough for all subsectors
• Limited electricity storage
11. Fossil fuel consumption in medium- and heavy-duty transport
• The ZEV scenarios result
in electrification of fleets
• Vehicle turnover, and
increased push to
purchase BEVs in this
sector yields 66%
reduction in fuel
consumption
• Even with 100% fleet
purchases in 2050 (ZEV
scenario), there is some
fossil fuel consumption
12. • ZEV scenario results
in significant increase
in electricity demand
to power
transportation sector
• ~15% increase in
demand by 2050 for
both ZEV and ZEV+Tax
scenario
Changes in electricity consumption by end-use sector
13. Electricity generation by source
• Tax scenarios result in
replacement of
additional NG capacity
with renewables
• Added electricity demand
due to electrification of
fleets, results in more
renewables when there is
carbon tax
• Interestingly, the
additional electricity
demand is met by
increased NG capacity in
ZEV scenario
14. • ZEV target results
in marginal CO2
decrease
• Observed further
reductions in
power sector and
transportation
sector when
scenario included
both tax and ZEV
targets
CO2 Emissions by sector
15. • Without tax, increased
ZEV target resulted in
more NG capacity
addition
• CO2 tax resulted in
replacement of NG with
renewables
• Meeting ZEV target
with CO2 tax resulted in
net increase in
renewables
Regional capacity expansion to meet increased demand
16. Regional NOx emissions in 2050
National NOx emissions 2010-2050
• Without ZEV and/or tax, transportation sector
is already on a path to significant reductions in
NOx emissions due to implementation of
various emissions and fuel standards
17. • Differences highly influenced by
coal use in power sector
• Tax scenario resulted in some of
the coal capacity to be retained
and utilized –
• increased resource extraction
and production
• Region 6 - ZEV + Tax scenario
• Model finds it cheaper to keep
some of the coal capacity and
incur the tax
• All the scenarios meet the
mandate along with air quality
standards included in the model
PM2.5 emissions in 2050 by region
18. General
Insights
Mandating electrification of the heavy-duty
transport sector will result in net CO2 benefits
despite increasing electricity demand
NOX, SO2, and PM2.5 benefits from transportation
is not significant compared to reductions seen in
resource and electric sector
Even marginal decrease in transportation NOx and
PM2.5 could have impacts since these emissions
are happening close to population centers
A carbon tax of $25/ton CO2e or higher can
reduce emissions but is not essential for the
mandate to have benefits
20. • COMET can aid city officials and their stakeholders
better design policies to reduce emissions.
• Cities like NYC have set ambitious greenhouse gas
reduction targets, now they have a tool to inform
those decisions
Through scenario analysis, COMET can:
• Model a pre-specified energy system scenario
• What would be system-level interactions if we
add off-shore wind to the grid?
• The model can provide insights on unintended
environmental consequences and potential co-
benefits of changes in the energy system
• What would be the air emissions impacts of
electrifying school bus fleets?
• How much energy and cost savings observed if
we change all lights in buildings to LED?
City Scale – Climate Change – Greenhouse Gas Mitigation
https://www.epa.gov/air-research/city-based-optimization-model-energy-technologies-comet
21. • Integrated framework to better understand socio-economic
trends in the borough and its relation to energy transitions
• Translating cost and emission impacts of energy
technologies from borough to zip code level
• Linking emission savings to health benefits
• With a goal of understanding of UHI, AQ, GHG and energy
implications of energy retrofits in buildings and
transportation
Integrated modeling system for
understanding relationships between
climate change and community level socio-
economic and political factors
COMET can aid decision making for
various regional programs
Current Work in Progress
• Formation of stakeholder advisory groups
– clusters of cities in Northeast key to
subnational climate policies, and
intersection with air, energy and climate
• Developing custom versions of COMET to
other locations to assist program and
regional offices with various programs
22. Integrated modeling system to analyze relationships between climate change
and community level socio-economic and political factors
• Estimating changes in economic structure and activities in NYC and Brooklyn
•Input: Shift-share analysis of employment by industry for US, NYC metro and Brooklyn, 2000-2020 → Output: Index of NYC
and Brooklyn economic activity
NYC metro and Brooklyn economic activity
•Estimating change in economic activity by industry
•Input: GRPs by industry → Output: Annual change in economic activity by industry
Economic activities
•Estimating the changes in personal income (retail spending) and demand for housing
•Input: Economic activity change and employment numbers → Output: Change in employment by industry for Brooklyn
residents
Employment by industry
•Estimating the changes in personal income and demand for housing
•Input: employment, age cohorts, mortality, birth and migration rates → Output: Change in population for Brooklyn
Demographics
•Estimate change in commercial activity
•Inputs: consumer expenditures and population change → Output: Change in consumer spending
Commercial activity
•Estimating number of housing units
•Inputs: total housing units, vacancy rates, changes in population → Output: Change in demand for housing
Housing
• Collaborating with CUNY to design an integrated framework to better understand socio-economic trends in the borough
and its relation to energy system changes
• CUNY built a System Dynamics Model for NYC Metro area and Brooklyn to capture socio-economic trends in the borough
• Outputs from the system dynamics model will inform COMET’s inputs on housing and commercial space demand and
population
System Dynamics Model Components
23. 1. Model a pre-specified energy system scenario
- Technology penetrations are determined a priori
- COMET tracks outputs, e.g., fuel use, GHG and
pollutant emissions, water use
2. To prescribe a least cost energy system
- User provides constraints (e.g., emission limits, energy
demands)
- COMET identifies the least cost strategy for meeting the
constraints
3. Examine the sensitivity of the least cost
pathway to the:
- application of new policies
- introduction of new technologies
- changes to fuel prices or fuel availability
4. Examine very different scenarios of the future
How can COMET be used…?
• Air quality management
• Pathways to attainment
• Peak load shaving
• Energy efficiency and renewable energy
• Electricity generation capacity
expansion
• Building energy technology evaluations
• Transportation futures, impacts on air
quality
• Growth of emissions from heavy
manufacturing sectors
Potential applications…
24. Electrifying long-haul freight trucking may soon become a cost effective and practical
component of strategies to decarbonize the transportation system, a result of
technology advancements that are reducing lithium-ion battery costs and allowing
much faster charging times. While battery-electric trucks have zero tailpipe
emissions, the associated increase in electric sector grid emissions could offset a
portion of these reductions. This study utilizes USEPA’s nine region TIMES model
(EPAUS9rT) to assess the cross-sector carbon dioxide (CO2) and criteria air pollutant
emissions impacts of a multi-state, medium- and heavy-duty zero-emission vehicle
target in the United States. Results suggest that transitioning to 100% zero-emission
medium- and heavy-duty vehicles by 2050 without any CO2 tax would result in net
CO2 emission benefits despite increasing electric sector emissions, even in portions
of the country with higher percentages of coal and natural gas.
Abstract
25. We welcome any questions and comments.
Thank you for your interest
Ozge Kaplan, PhD (PI)
Kaplan.Ozge@epa.gov
919-541-5069
Kaplan and Isik (2020) City-based Optimization Model for Energy Technologies: COMET - New York City Documentation. EPA
600/R-19/124. February 2020. https://cfpub.epa.gov/si/si_public_record_report.cfm?Lab=CEMM&dirEntryId=348535
https://www.epa.gov/air-research/city-based-optimization-model-energy-technologies-comet