Estimation Method for Emission of Road Transport

It is a well-known that the growth of GDP induces the growth of motorization. Motorization has developed so dramatically that the air, soil, water pollutions are considerable to the amounts of air, soil and water of Earth. Some of the pollutants affect on local or regional scale while others affect on global scale. There is the natural, non-antropogeneous greenhouse gas emission developed before the human activity that has been essential for life on Earth. Without it the average world temperature would be -20ºC. [1] Sustainable development is a development where the pace of technical development, the satiation of increasing supply, raw materials and resources of Earth are poised so that the rate of living and opportunities of the next generations need not to be worse. So global warming caused by the antropogeneous and non-antropogeneous CO2 can be estimated. The measured data is from the non-antropogenous source, but prediction can be done. To have the best result I have made a Best Fit Analize. The prediction should be parabolic because when the CO2 concentration grows smog or cloud arises that blocks sunlight from Earth, the only source of heat. The growing CO2 concentration part of the parabola can be approximated by linear trend. The other part of the emissions caused by the motorization is local or regional. Theoretically one solution could be to stop motorised transportation. Transportation cannot be replaced because it is the part of the production chain. Societies are horizontally and vertically differential. People live in different places and do different things for living. The manpower, the stock, the semi-finished and finished products must be transported. The importance of the transportation sector is indicated by the sector production which is 10% of the GDP of the European Union and more than 10 million people are working in this sector. One of the most emphasized goals of the transport policy of the European Union is sustainable mobility. For this reason transportation systems must be developed and standardized, the effectiveness of transportation service must be increased, while the environmental pollution must be decreased or prevented. This is a task for engineers and operators as well. People who would like to make rational decisions, make an optimization, choosing the maximum utility and benefit. Theoretically, all benefits and costs should be accounted in the analysis. Externalities should be internalised and indicated in the cost of transportation according to the EU guideline „Users should pay the billâ€. Some of the external costs can simply be added to the average costs but some of them need a totally different aspect and pricing method, the marginal costs based pricing method. The more realistic pricing method we want the more externalities should be included to the marginal costs based pricing method. Some of them can be calculated and monetized, some of them can be estimated, and some of them cannot be expressed in monetary terms. The environmental external effects of transport cover a wide range of different impacts, including for example noise, local/regional air pollution and climate change. Transport infrastructure projects often affect local and regional air pollution. Emissions from road traffic are good examples of a complex system with an output that cannot be completely measured. It is natural to analyze the emissions from a sample of vehicles under different driving conditions and other conditions (temperature, fuel content, road gradients, etc.) and to try to create an emission model for the traffic. Depending on what data are collected about the traffic the model may be more or less detailed and complex. Traffic data are not collected in the same way and with the same level of detail in every country and this is a problem if a model is meant to be used for calculations in many countries or for comparisons between them. The EURO standards based on the ECE-R15 driving cycle: [3] Each vehicle category has its own limits. The vehicle flow can be divided into groups by EURO standards and vehicle categories with its pollutant limits. Being aware of the vehicle numbers in each category multiplied with the limit they can be summarised. Now the pollutants can be calculated from the given vehicle flow and the given distance. [4] References: [1] http://www.nature.com/nature/journal/v399/n6735/extref/399429a0.co2nat.txt [2] MC-ICAM Deliverables 4, 5, 6 - EU Commission DG TREN, 2003 [3] Vehicle Emission Standards and Inspection and Maintenance - Recent European Union (EU) emissions standards www.unece.org [4] Calculation of the emission surplus of the incoming vehicles in the traffic flow consideration of the international limits (in Hungarian) - Scientific Review of Transport – 2005/9 Adam Torok, Mate Zoldy

Examining the Impact of Hysteresis on the Projected Adoption of Autonomous Vehicles

This study explores the potential impact of per capita gross domestic product (GDP) changes on the adoption of autonomous vehicles (AVs). The level of adoption of AVs is anticipated to influence the benefits of future mobility, prompting numerous studies that forecast the market share of AVs using various methods. The influence of changes in the per capita GDP on vehicle ownership is crucial in assessing the challenges associated with reducing dependence on AVs in the future. This phenomenon, known as the hysteresis effect, implies that AV adoption estimates may differ when the GDP is rising as opposed to when it is falling. This research examines the effect of rising and falling GDP per capita on the anticipated AV diffusion in Hungary, utilising a scenario-based method to account for the variation in adoption rates in the literature. The study findings indicate that declines in GDP in the past will impact AV ownership, leading to a shift in future adoption patterns. The AV market is projected to reach saturation in the 2070s and the 2090s in favourable and moderate scenarios, respectively, while a pessimistic state would delay this outcome until after the year 2100

Economic impacts on destination air traffic following a flag carrier's market exit: a case study for Budapest

After 66 years of existence, the Hungarian state carrier MALEV had to cease operations in 2012 because of its financial situation. The sudden market exit affected more than half of the traffic at Budapest's Liszt Ferenc Airport (BUD). This paper aims to investigate the market reactions, taking particular note of the role of low-cost carriers (LCC). The examination of a legacy carrier's situation contending with dynamic low-cost airlines establishes the basis for the case of Budapest. Originating with the hypothesis that the shift from a flag carrier to an LCC dominated market has effects on incoming tourism, this paper also studies the secondary effects of this situation

Economic Investigation of a Public Transport Support Policy: A Case Study at Budapest

This paper analyses the effect of supporting the public transport policy based on intersection controlling with the aim of tram priority in Budapest, as a case study. The hypothesis related to this study was that the support of public transport is only viable when the marginal benefit of public transport is higher than the marginal cost of individual transport. Therefore, the real costs of this support for the society were estimated. This study revealed that by applying this policy, the waiting time at intersections and CO2 emission-related costs have increased by about 13.7% and 14.2%, respectively. Besides, the estimated monetary gain of tram users would be 17,800 euro on a daily level total by applying the mentioned policy

The linkage between climate change and energy consumption of hungary in the road transportation sector

The aim of this article is to prove the connection between CO2 emission and climate change, and to estimate the CO2 emission of the transport sector in Hungary. We have to clarify the emission of the transport sector in order to get information on externalities, which is a further step toward a sustainable society. The sustainable development is a development, where the pace of technical development, the satiation of increasing supply and the raw materials and resources of Earth are poised so that the rate of living and opportunities of the next generations need not be worse. One of the most emphasized goals of the transport policy of the European Union is sustainable mobility. For this reason transportation systems must be developed and standardized, the effectiveness of transportation services must be increased, while the environmental pollution must be decreased or prevented. Decoupling motorization from environmental pollution is the task for engineers. Decoupling the increase of economical activity from mobility is the task for economists. First Published Online: 27 Oct 201

Investigation of European air transport traffic by utility‐based decision model

Air transport was traditionally a strictly regulated industry, dominated by national flag carriers and state‐owned airports. The global deregulation and liberalisation of air transport resulted in numerous changes, including the evolution of price competition, emergence of low‐cost airlines, growth in load factor, airport and airspace capacity problems, etc. Later, the internal market eliminated all commercial restrictions for airlines flying within the European Union (EU). Constraints on routes, number of flights, regulated tariff policies, etc. were removed. Since the issue of the third liberalisation package, EU airlines are permitted to provide air services on any route within the EU. As a result, prices have fallen dramatically, especially on the most popular routes. The air transport sector has had the highest rate of development recently. These issues are discussed in the introduction of this paper. The main scope is to investigate air passenger transport within Europe and to present the mathematical formulation of a disaggregate airport choice model created by the authors. A complex utility function‐based model has been developed and verified by the authors. The results of the model are in scope with experience in the real world. Santrauka Pastaraisiais metais pastebimas itin intensyvus transporto sektoriaus vystymasis, pasireiškiantis mažinamomis kainomis, nauju pigiu avialiniju atsiradimu bei ivairiu komerciniu apribojimu panaikinimu. Pagrindinis šio darbo tikslas yra ištirti keleiviu pervežima oro transportu Europos Sajungos ribose ir pristatyti pasirinkto atskiro oro uosto modelio matematine formuluote. Modelis, paremtas kompleksinemis panaudojimo funkcijomis, buvo patobulintas ir patikrintas pačiu autoriu, o gauti rezultatai atitinka realia patirti. First Published Online: 10 Feb 2011 Reikšminiai žodžiai: keleiviu pervežimas oro transportu, panaudojimas, sprendimu modeliavima

Combustion and Emission Characteristics of Blends: -n-Butanol- Diesel (D2); and Dual Alcohols: n-Butanol-Methanol with Gasoline in Internal Combustion Engines

A study of the effects of oxygenated alcohol/gasoline/diesel fuel blends on performance, combustion, and emission characteristics in conventional reciprocating engines is reported. On the one hand, in alcohol-gasoline blends, dual alcohols-gasoline blends have not yet been sufficiently proven as suitable alternatives to single alcohol-gasoline blends in engines as far as performance is concerned. On the other hand, n-butanol-diesel, although it has a better miscibility factor in diesel than methanol or ethanol, is limited with regard to extensive application in the diesel engines due to its low cetane number. Engine performance was compared using single alcohol-gasoline and dual alcohol-gasoline blends, where the dual blends were constrained to meet the vapor issues regarding fuels and regulations. The blends were selected in terms of a combination by volume of one being higher alcohol (n-butanol) and the other, lower alcohol (methanol). The engines used for this study included a single-cylinder and a four-cylinder, naturally aspirated, four-stroke spark ignition engines and a four-cylinder, four-stroke compression ignition turbocharged diesel engine. In the n-butanol-diesel studies, a comparison was made with other studies in order to determine how suitable n-butanol-diesel blends were across the biofuel family such as the biodiesel-ethanol-diesel blends. The findings were as follows: The dual alcohols-gasoline blends performed better than the single alcohol-gasoline blends depending on certain compositional ratios of the alcohols in gasoline regardless of vapor pressure consideration. The n-butanol/diesel alcohol blend (B5, B10, and B20, where B5 represents 5% n-butanol and 95% diesel) significantly reduced the regulated emissions in a turbocharged engine compared to other studies using biodiesel-diesel blends. The significant decrease in NOx, CO emissions, and reduction of unburned hydrocarbons content using n-butanol/diesel fuel (DF) blends were found experimentally. The use of dual alcohol /gasoline blends was beneficial due to their shorter combustion duration in crank angles and their higher-energy content compared with single alcohol-gasoline blends. The n-butanol/diesel blend fired in the diesel engine showed a higher brake thermal efficiency and improved brake specific fuel consumption compared to the study by others where ethanoldiesel and methanoldiesel blends were used

n-Butanol-Diesel (D2) Blend Fired in a Turbo-Charged Compression Ignition Engine: Performance and Combustion Characteristics

The use of biofuels that include n-butanol in diesel fuel (DF) is attracting attention in the search for the reduction of emissions into the environment due to the burning of fossil fuel. The performance and combustion characteristics were evaluated in this study using blends B5, B10, and B20 (B5: 5% n-butanol and 95% DF) in a turbo-charged direct injection compression ignition engine. In the n-butanol diesel studies, a comparison was made with other studies that also included biodiesel in order to determine how suitable n-butanol-diesel blends were to use in internal combustion engines. Combustion characteristics of B20 (n-butanol 20% and 80% DF) improved when the study was compared with a similar study that included 40% biodiesel added to B20. A higher value of the standard deviation for DF than the blends was observed from the standard deviation diagram, indicating a more stable combustion process for the blends than DF. Soot reduction relative to DF at 1500 rpm at 75% load for B05, B10, and B20 mixtures was 55.5, 77.8, and 85.1%, respectively. This reduction is a significant advantage of blending DF with smaller shared volumes of bioalcohol

Gyeptelepítés elmélete és gyakorlata az ökológiai szemléletű gazdálkodásban

Az utóbbi években egyre nagyobb az igény mind hazánkban, mind Európában a szántóföldi művelés alól kivett területek alternatív, fenntartható hasznosítására, melyre jó lehetőséget biztosít az ökológiai szemléletű gyepgazdálkodás. A gyepesítéssel szemben támasztott legfontosabb elvárás egy főképp füvek dominálta évelő gyep létrejötte, amely visszaszorítja a nemkívánatos gyomfajokat. Ökológiai célú gyeptelepítés esetén rendkívül fontos a megfelelő szaporítóanyagok, a megfelelő fűfajok kiválasztása és a természetkímélő technológia alkalmazása. A telepítendő fajokat a terület ökológiai jellemzőinek (talajtípus, vízgazdálkodás, hőmérséklet és csapadék viszonyok) figyelembe vételével és a későbbi hasznosítás (legeltetés, kaszálás) szempontjait szem előtt tartva kell kiválasztani. A telepítés időpontját és technológiáját szintén össze kell hangolni a termőhelyi adottságokkal és a későbbi hasznosítással. Legújabb kiadványunk olyan tudományos igényességgel kidolgozott, de a mindennapi gazdálkodásban alkalmazható szakanyag, amely felhívja a figyelmet az ökológiai szempontú gyeptelepítés legfontosabb szempontjaira, a gyeptelepítéshez használt magkeverékkel szemben támasztott kívánalmakra, a telepítés gyakorlati kivitelezésére, valamint várható gép- és költségigényére. A kiadvány a Debreceni Egyetem Ökológiai Tanszéke közreműködésével, Dr. Török Péter szerkesztésében valósult meg. A projekt a Magyar Nemzeti Vidéki Hálózat Elnökségének értékelése és javaslata alapján, az Európai Mezőgazdasági és Vidékfejlesztési Alap társfinanszírozásában, a Nemzeti Vidékfejlesztési Program Irányító Hatóságának jóváhagyásával válhatott valóra