Cenários de penetração de ônibus com sistema dual-fuel diesel-gás no transporte coletivo do Rio de Janeiro / Penetration scenarios for dual-fuel diesel-gas buses in public transportation in Rio de Janeiro

Este trabalho conduz uma avaliação do uso de sistema dual-fuel diesel-gás no transporte urbano de passageiros por ônibus. Para isso, foram desenvolvidos três cenários de uso de energia e emissões com base na penetração da frota circulante de ônibus adaptados para sistema diesel-gás em uma megacidade de um país emergente. O procedimento considera uma abordagem bottom-up para estimar o consumo energético total e as emissões do ciclo de vida para cada cenário. Como primeiro resultado, tem-se um o rendimento energético local para a nova categoria de ônibus. Adicionalmente, os cenários desenvolvidos apontam para uma redução de até 3% das emissões de CO2e no cenário de 30% de penetração de ônibus dual-fuel na frota circulante e 10,4% no cenário com 100% da frota substituída. Como implicações políticas, evidencia-se uma alternativa estratégica de uso de energia setor. Ademais, o estudo pode subsidiar estimativas de uso de energia do setor com o objetivo de aumentar a segurança energética, altamente dependente do diesel

Seleção de indicadores ambientais com foco em armazém verde: Selection of environmental indicators with focus on green warehouse

As emissões geradas por edifícios de logística, incluindo armazéns e instalações de triagem, são significativas, representando cerca de 11% das emissões da cadeia de suprimentos. No caso da operação de um armazém, a iluminação, refrigeração/aquecimento e equipamentos de carga são os principais responsáveis pelo consumo energético e emissão de Gases de Efeito Estufa (GEE). Entretanto, a norma ISO 14001, que trata da gestão ambiental, não define quais os principais indicadores a serem utilizados para avaliação e monitoramento da operação. Desta forma, foi identificada a necessidade de se adotar práticas verde na operação de armazém. A proposta deste artigo é apresentar um método para selecionar indicadores que permitam avaliar e monitorar práticas que tornem a operação do armazém, de fato, verde. Esta pesquisa analisa a confiabilidade dos indicadores escolhidos por meio do método alfa de Cronbach, seguido de sua validação. O resultado aponta 27 indicadores mais relevantes a serem considerados para armazém verde

Carbon intensity analysis for Brazil road transportation sector

It is necessary the adoption of mitigation measures to achieve the Greenhouse Gas (GHG) reduction targets set by Brazil in the Paris agreement. From the developed method application for national context, this study aims to accomplish a historical analyze of Carbon Intensity (IC) and Energy Intensity (IE) of the transport sector, between 1990 and 2018, indicating which identified measures have a positive impact on CI and IE should remain and / or be improved to achieve those goals. The main measures identified were increasing the system’s energy efficiency and encouraging the use of alternative energy to fossil fuels. The impact of power generation and fuel production is analyzed by comparing life cycle CI with end use CI. Programs such as RenovaBio present the maintenance of the historically adopted measures and Rota 2030 seeks the rod transport Energy Efficiency improvement. However, by encouraging the use of biofuels, Brazil presents trends contrary to what occurs in developed and developing countries. Despite the Promob-e, program that seeks to encourage the standardization and regulation of electric vehicles, Brazil lags behind in fleet electrification compared to other countries. Thus, the survey of historical political factors allowed a critical evaluation of the measures historically adopted in Brazil, indicating which ones should remain and which one should be improved to broaden the results obtained.A adoção de medidas de mitigação é necessária para o alcance das metas de redução de Gases de Efeito Estufa (GEE) estabelecidas pelo Brasil no acordo de Paris. A partir da aplicação do método desenvolvido neste estudo para o contexto nacional, objetiva-se analisar o histórico da Intensidade de Carbono (IC) e Intensidade Energética (IE) do setor de transporte, entre 1990 e 2018, indicando quais medidas identificadas possuem impacto positivo na IC e IE devem permanecer e/ou serem aperfeiçoadas para o alcance dessas metas. As principais medidas identificadas foram o aumento da Eficiência Energética do sistema e o incentivo ao uso de energia alternativa aos combustíveis fósseis. O impacto da geração de energia e produção de combustíveis é analisada por meio da comparação entre a IC considerando o ciclo de vida e considerando o uso final. Programas como o RenovaBio apresentam a manutenção das medidas historicamente adotadas e o Rota 2030 busca o aumento da Eficiência Energética do transporte rodoviário. No entanto, o Brasil ao incentivar o uso de biocombustíveis, apresentando tendências contrárias à eletrificação da frota que ocorre em países desenvolvidos e em desenvolvimento. Apesar do Promobe, programa que busca incentivar a normatização e regulamentação de veículos elétricos, o Brasil se mostra aquém na eletrificação da frota em comparação a outros países. Sendo assim, o levantamento de fatores políticos-histórico permitiu a realização de uma avaliação crítica das medidas adotadas no Brasil, indicando quais delas devem ser mantidas e aquelas que devem ser aperfeiçoadas para se ampliar os resultados obtidos

Good practices related to transport activity for the UFRJ university city

Objetiva-se com este estudo identificar por meio de uma revisão bibliográfica sistemática boas práticas adotadas em campi universitários que promovam a redução das emissões de CO2. Como objetivo secundário, pretende-se identificar os modos de transportes utilizados para acesso e saída das universidades pesquisadas e analisar quais das boas práticas identificadas e adotadas pelas universidades pesquisadas que poderiam ser implantadas na Cidade Universitária da UFRJ. Neste estudo, identificaram-se 10 boas práticas e 45 meios de intervenção adotados pelas universidades e mencionados em artigos científicos. Dentre as boas práticas identificadas, destacam-se: (1) Incentivo ao uso do transporte não motorizado; (2) Incentivo ao uso de transporte coletivo; (3) Incentivo à redução do uso de automóveis individuais; e (4) Utilização de tecnologias de baixo carbono. A Cidade Universitária da UFRJ adota sete das 10 boas práticas identificadas (70%). No entanto, adotou apenas 11, dos 45 meios de intervenção identificados (24%). O sistema de transporte de um campus universitário pode servir como excelente exemplo, em microescala, para os sistemas de transporte regionais, demonstrando, assim, a contribuição deste estudo

The Role of the Circular Economy in Road Transport to Mitigate Climate Change and Reduce Resource Depletion

The transport sector is responsible for several environmental impacts, including contributions to climate change through greenhouse gas emissions and depleting natural resources. A strategy to reduce these issues goes towards the application of a circular economy, a concept that offers a response to increasing concerns about resource scarcity and the associated impacts from their use. Thus, this paper aims to fill a gap in the literature that consists of the scarcity of studies that consider the circular economy application on a micro, meso, and macro level in road transport, including all stages as well as the 7 Rs of the reverse cycle. Therefore, an approach is presented to meet road transport needs, highlighting best practices obtained through a literature review, to promote climate change mitigation and resource depletion. Qualitative data were presented for each circular economy stage with 46 best practices identified, providing invaluable guidance to transport decision-makers. Thus, public policies focusing on all of the CE stages should be taken into consideration, not only those responsible for closing the cycle, such as waste and recycling or disposal and treatment

Methodology for Prioritizing Best Practices Applied to the Sustainable Last Mile—The Case of a Brazilian Parcel Delivery Service Company

The ever-increasing impacts of the last mile delivery sector on the environment and the quality of life of the urban population, such as increased congestion, demand best practices to be incorporated by companies to reduce impacts such as emission of air pollutants and Greenhouse Gases (GHG) and depletion of natural resources, among others. However, a myriad of strategies has been developed for this purpose but there is a lack of methodologies that allow the choice of the best ones for a specific case. Therefore, this study looks for those best practices to be employed through an innovative methodology that consists of SWOT analysis (Strengths, Weaknesses, Opportunities, and Threats), a map of strategies of the delivery service, and using the Sustainability Balanced Scorecard (SBSC) and the Analytic Hierarchy Process (AHP), with the differential of considering the peculiarities of each company. The results applied in a Brazilian last mile delivery service company show that best practices such as route optimization, implementation of new infrastructure and business models for urban deliveries, and use of information systems for fleet tracking and monitoring contribute significantly to improving performance indicators and achieving the sector’s goal to become more sustainable, and especially meeting the Sustainable Development Goals (SDGs) 8, 9, 11, and 17

Best Practices to Support the Transition towards Sustainable Logistics from the Perspective of Brazilian Carriers

Given the shifts in consumer demands, the business environment, and the various economic, competitive, and environmental challenges faced by transportation companies, sustainable logistics is gaining increasing recognition as a crucial aspect for consideration. With these factors in mind, this paper seeks to outline the optimal approaches embraced by transportation companies in Brazil, evaluate the extent to which these practices have been implemented, and propose a method for assisting the adoption of a course of implementation action that supports decision makers in the effort to choose the best practices aligned with the degree of maturity of sustainable practices adopted by the assessed companies. The outcomes of this study present a valuable blueprint for transporters, especially those in the initial phases of incorporating sustainable logistics practices, as they endeavor to conform to industry norms and enhance their overall sustainability

Geoeconomic variations in epidemiology, ventilation management, and outcomes in invasively ventilated intensive care unit patients without acute respiratory distress syndrome: a pooled analysis of four observational studies

Background: Geoeconomic variations in epidemiology, the practice of ventilation, and outcome in invasively ventilated intensive care unit (ICU) patients without acute respiratory distress syndrome (ARDS) remain unexplored. In this analysis we aim to address these gaps using individual patient data of four large observational studies. Methods: In this pooled analysis we harmonised individual patient data from the ERICC, LUNG SAFE, PRoVENT, and PRoVENT-iMiC prospective observational studies, which were conducted from June, 2011, to December, 2018, in 534 ICUs in 54 countries. We used the 2016 World Bank classification to define two geoeconomic regions: middle-income countries (MICs) and high-income countries (HICs). ARDS was defined according to the Berlin criteria. Descriptive statistics were used to compare patients in MICs versus HICs. The primary outcome was the use of low tidal volume ventilation (LTVV) for the first 3 days of mechanical ventilation. Secondary outcomes were key ventilation parameters (tidal volume size, positive end-expiratory pressure, fraction of inspired oxygen, peak pressure, plateau pressure, driving pressure, and respiratory rate), patient characteristics, the risk for and actual development of acute respiratory distress syndrome after the first day of ventilation, duration of ventilation, ICU length of stay, and ICU mortality. Findings: Of the 7608 patients included in the original studies, this analysis included 3852 patients without ARDS, of whom 2345 were from MICs and 1507 were from HICs. Patients in MICs were younger, shorter and with a slightly lower body-mass index, more often had diabetes and active cancer, but less often chronic obstructive pulmonary disease and heart failure than patients from HICs. Sequential organ failure assessment scores were similar in MICs and HICs. Use of LTVV in MICs and HICs was comparable (42·4% vs 44·2%; absolute difference -1·69 [-9·58 to 6·11] p=0·67; data available in 3174 [82%] of 3852 patients). The median applied positive end expiratory pressure was lower in MICs than in HICs (5 [IQR 5-8] vs 6 [5-8] cm H2O; p=0·0011). ICU mortality was higher in MICs than in HICs (30·5% vs 19·9%; p=0·0004; adjusted effect 16·41% [95% CI 9·52-23·52]; p<0·0001) and was inversely associated with gross domestic product (adjusted odds ratio for a US$10 000 increase per capita 0·80 [95% CI 0·75-0·86]; p<0·0001). Interpretation: Despite similar disease severity and ventilation management, ICU mortality in patients without ARDS is higher in MICs than in HICs, with a strong association with country-level economic status