Speakers

Amit Bhatt

India Managing Director, ICCT

Amit Bhatt is the ICCT’s Managing Director for India. He is based in New Delhi and has over 20 years of experience in transportation, urban development, and management. Before joining ICCT, Amit was Executive Director for Integrated Transport at WRI India for 12 years. Prior to the World Resources Institute he worked with the Urban Mass Transit Company, India’s leading urban transport consultancy, and with Infrastructure Leasing & Financial Services. He has also served as an adjunct faculty member at the School of Planning and Architecture in New Delhi.

Amit has a bachelor’s degree in architecture and a master’s degree in transport planning from the School of Planning and Architecture, New Delhi. Amit also has a master’s degree in economics and a diploma in transport economics and management.

Vaibhav Kush

Researcher, ICCT

Vaibhav Kush is a Researcher with ICCT’s India team, leading the Low Emission Zones work there. He engages with sub-national administrations to accelerate adoption of Low- and Zero Emission Zones in India. He has been working in the Sustainable Mobility sector since 2016, with expertise in safe systems, policy formulation and stakeholder engagements. Before joining ICCT, Vaibhav was associated with WRI India’s Sustainable Cities program for over six years, leading projects under Botnar CRS Challenge. He was actively involved in Haryana Vision Zero, pedestrianisation of Delhi’s Chandni Chowk, development of IRC guidelines on urban transport, etc. Prior to WRI India, Vaibhav has worked as an Architect and was involved in the design of large scale green building projects like corporate parks, Inter-container Depots, universities, etc.

Vaibhav has a bachelor’s in Architecture and a Master’s in Urban Planning from the School of Planning and Architecture, Delhi. He is a member of several professional bodies including International Sociological Association, Institute of Town Planners India, Council of Architecture, Indian Roads Congress, Indian Institute of Architects, Indian Buildings Congress, among others.

Sudhendu J. Sinha

Adviser, NITI Aayog

An alumnus of St. Stephen’s College, Delhi did his Major in History. He has experience of over 29 years in operations, infrastructure planning, coordination and management at field and policy making levels in Indian Railways with considerable success and appreciation.

His performance has been recognised and awarded twice at the National level (National Award for e-Governance- 2019-20, for ‘Excellence in providing Citizen – Centric Delivery’ by Department of Administrative Reforms and Public Grievances, Govt. of India, ‘National Award for Outstanding Service’ Ministry of Railways Govt. of India -2006) and thrice at the Ministry (of Railways) level. He also served as Dean of the Indian Railway Institute of Transport Management (IRITM), Lucknow, and General Manager Web Applications at the Centre for Railway Information Systems (CRIS). He has training and enrichment from Japan (Railway Management), Malaysia (ICLIF – Advance Management), Singapore (INSEAD – Advance Management), Germany (UIC) and the US (Oracle).

He is the Adviser at the NITI Aayog (National Institution for Transformation of India), the apex ‘Think Tank’ of the Govt. of India.

 

The post National Workshop on Low-emission Zones in Cities appeared first on International Council on Clean Transportation.

The Fugitive and Unburned Methane Emissions from Ships (FUMES) project, a collaboration between the International Council on Clean Transportation (ICCT), Explicit ApS, and the Netherlands Organization for Applied Scientific Research (TNO), collected the most comprehensive dataset of real-world methane emissions from LNG-fueled ships to date, including methane slip from marine engines and fugitive methane emissions from LNG cargo unloading operations. Measurements were performed onboard in the exhaust stack and using drones and helicopters.

The project finds that real-world methane slip measured in the plumes of 18 ships using the most common type of LNG marine engine (LPDF 4-stroke) averaged 6.4%, whereas EU regulations assume 3.1% methane slip and the United Nations International Maritime Organization (IMO) assumes 3.5%.The report recommends that E.U. and IMO policymakers consider increasing the assumed methane slip for LPDF 4-stroke engines to at least 6%.

Caption: Explicit ApS uses a drone to measure methane emissions in the exhaust plume of a ship while TNO measures in the exhaust stack from the engine room. (Photo credit: Explicit ApS)

Onboard measurements found that methane slip and work-specific NOx emissions were highest at the lowest engine loads. To address this, policymakers should consider adding a 10% engine load test point to engine certification test cycles. Other findings and recommendations are provided in the full report.

Supplemental materials:

• Fugitive reports
• FUMES measurements by loads
• FUMES plume measurements

The post Fugitive and Unburned Methane Emissions from Ships (FUMES): Characterizing methane emissions from LNG-fueled ships using drones, helicopters, and on-board measurements appeared first on International Council on Clean Transportation.

The post What EPA’s new multi-pollutant emissions proposal means for PM emissions and GPFs appeared first on International Council on Clean Transportation.

The post He Huang appeared first on International Council on Clean Transportation.

The report highlights the need for concerted efforts from various stakeholders to manage life-cycle methane emissions effectively. It serves as a resource for understanding LNG engines, mitigation strategies, and relevant policies concerning LNG’s environmental impact in the maritime industry. 

The post Options for Reducing Methane Emissions from New and Existing LNG-Fueled Ships appeared first on International Council on Clean Transportation.

The post Geyi Zhu appeared first on International Council on Clean Transportation.

The post Huafei Shi appeared first on International Council on Clean Transportation.

The post Ketan Gore appeared first on International Council on Clean Transportation.

O setor de transporte no Brasil se destaca devido ao seu forte foco em biocombustíveis, com a maioria dos carros de passageiros sendo veículos flex (92% das vendas em 2020), operando com uma proporção significativa de etanol à base de cana-de-açúcar na mistura média de combustível. Ainda assim, depois da agricultura e da mudança no uso da terra, o setor de transporte é a terceira maior fonte de emissões de gases de efeito estufa (GEE) no país. Alcançar a meta do Brasil de zerar as emissões de GEE líquidas até 2050 dependerá, portanto, de uma redução rápida das emissões de GEE nesse setor.

Este estudo avalia quais tipos de motores a combustão ou elétricos permitem a maior redução das emissões de GEE de carros de passageiros. A avaliação do ciclo de vida (ACV) inclui as emissões da fabricação de veículos e baterias, bem como a queima de combustível, a produção de combustível e eletricidade e a manutenção. O estudo compara veículos com motor de combustão interna flex (ICEVs) e veículos elétricos a bateria (BEVs) usando veículos novos médios nas categorias compacta, média e SUV compacto. Quando possível, as emissões de veículos elétricos híbridos (HEVs), veículos elétricos híbridos plug-in (PHEVs) e veículos elétricos a célula de combustível a hidrogênio (FCEVs) também são avaliadas.

O estudo constata que as emissões do ciclo de vida dos ICEVs flex variam amplamente quando operados com gasolina C, etanol ou uma mistura dos dois combustíveis. Isso implica que, para uma avaliação representativa de suas emissões, as proporções médias de gasolina C e etanol no mercado precisam ser consideradas. Com a matriz elétrica brasileira, os BEVs atuais emitem cerca de um terço das emissões do ciclo de vida dos ICEVs flex e os modelos futuros podem se aproximar de emissões zero. Os FCEVs a hidrogênio mostram uma redução semelhante nas emissões de GEE, mas somente quando operados com hidrogênio verde baseado em eletricidade renovável. Híbridos e híbridos plug-in, ao contrário, mostram apenas uma redução limitada nas emissões de GEE e não alcançam emissões zero a longo prazo. Essas descobertas refletem as mesmas tendências observadas em análises anteriores do ICCT de veículos na China, Europa, Índia e Estados Unidos.

Com base nessas descobertas, este estudo também apresenta uma série de recomendações de políticas para descarbonizar o setor de transporte. Em particular, metas ambiciosas nos padrões de emissões de CO2 do próximo Programa Mobilidade Verde e Inovação – PROMOVI (anteriormente Rota 2030) poderiam estabelecer as bases para aumentar continuamente a produção de veículos elétricos no Brasil. Isso ajudaria a alinhar o setor de transporte com as metas climáticas do governo. Além disso, incluir as emissões de mudança no uso da terra no programa de biocombustíveis RenovaBio ajudaria a melhorar a sustentabilidade do etanol.

The post Comparação das emissões de gases de efeito estufa no ciclo de vida de carros de passeio a combustão e elétricos no Brasil appeared first on International Council on Clean Transportation.

The transportation sector in Brazil stands out due to its strong focus on biofuels, with most passenger cars being gasoline-ethanol flex-fuel vehicles (92% of sales in 2020) operating on a high share of sugarcane-based ethanol in the average fuel mix. Still, after agriculture and land use change, the transport sector is the third largest source of GHG emissions in the country. Reaching Brazil’s target of net-zero greenhouse gas (GHG) emissions by 2050 will thus depend on a swift reduction of GHG emissions in this sector.

This study evaluates which combustion engine and electric power train types allow the largest reduction of GHG emissions from passenger cars. The life-cycle assessment (LCA) includes the emissions of vehicle and battery manufacturing, as well as fuel combustion, fuel and electricity production, and maintenance. The study compares flex-fuel internal combustion engine vehicles (ICEVs) and battery electric vehicles (BEVs) using average new vehicles across the compact, medium, and compact SUV segments. Where possible, the emissions of hybrid electric vehicles (HEVs), plug-in hybrid electric vehicles (PHEVs), and hydrogen fuel cell electric vehicles (FCEVs) are also assessed.

The study finds that the life-cycle emissions of flex-fuel ICEVs vary largely when operated on gasoline C, on ethanol, or on a mix of the two fuels. This implies that for a representative assessment of their emissions, the market average shares of gasoline C and ethanol need to be considered. With the corresponding average electricity mix, current BEVs emit about one third of the life-cycle emissions of gasoline-ethanol flex-fuel ICEVs and future models can approach zero emissions. Hydrogen FCEVs show a similar reduction in GHG emissions, but only when operated on renewable electricity-based (green) hydrogen. Hybrids and plug-in hybrids, in contrast, only show a limited reduction in GHG emissions and do not reach zero emissions in the long term. These findings reflect the same trends observed in previous ICCT analyses of vehicles in China, Europe, India, and the United States.

Based on these findings, this study also presents a series of policy recommendations for decarbonizing the transport sector. In particular, ambitious targets in the CO₂ emission standards of the upcoming Green Mobility and Innovation Program – PROMOVI (formerly Rota 2030), could lay the groundwork for continuously increasing electric vehicle production in Brazil. This would help to align the transport sector with the government’s climate targets. Further, including land use change emissions in the RenovaBio biofuels program would help to improve the sustainability of ethanol.

The post Comparison of the Life-Cycle Greenhouse Gas Emissions of Combustion Engine and Electric Passenger Cars in Brazil appeared first on International Council on Clean Transportation.