Emission of greenhouse gases and criteria pollutants from railways in India estimated using a modified top-down approach

Assessment of potential improvements on regional air quality modelling related with implementation of a detailed methodology for traffic emission estimation

We present the CHETNA (City-wise High-resolution Carbon Emissions Tracking and Nationwide Analysis) project, an innovative framework designed to generate near real-time high-resolution carbon emissions data for 100 Indian cities across five major sectors: power, traffic, residential, industrial, and aviation. Utilizing advanced technologies including artificial intelligence, large-scale open data scraping, satellite imagery, sophisticated energy models, and field surveys, CHETNA will address critical gaps in emissions tracking and modeling at the city level. CHETNA’s methodologies focus on regions with limited official datasets and inadequate high-resolution data, providing essential insights to support urban planning, climate mitigation, and sustainable urbanization efforts both in India and globally.India, the world’s third-largest emitter of greenhouse gases (GHGs), plays a pivotal role in global climate mitigation efforts. Its rapidly urbanizing population, expanding economy, and coal-dominated energy structure present both challenges and opportunities for sustainable development. To meet its Paris Agreement commitments, India has pledged to reduce its GHG emissions intensity—emissions per unit of GDP—by 33%–35% by 2030, relative to 2005 levels. However, critical data gaps persist, particularly at the city level, hindering effective city-specific climate action and data-driven decision-making in India’s urban decarbonization. To ensure a robust and scalable system for sectoral high-resolution CO₂ emission tracking, CHETNA employs an integrated workflow that combines GHG emission inventories and high-resolution sectoral activity modeling. For sectors such as power, large industrial, and aviation, where reliable national or regional emission inventories are available from open data sources, we developed sophisticated downscaling models to generate gridded emission maps based on those open-source datasets. For sectors lacking comprehensive emission inventories, such as traffic and residential, we adopted a bottom-up approach. Activity models were developed for each sector using machine learning, field-collected data (e.g., traffic sensor and field survey data), and satellite imagery. These activity models were then coupled with advanced emission models. For instance, a fleet-speed-emission model was developed for the traffic sector, while a building-climate-energy model was implemented for the residential sector. In addition to CO₂ emissions, CHETNA provides air pollutant co-emissions by integrating detailed activity data with pollutant-specific emission factors. This approach allows for the assessment of air quality benefits resulting from GHG mitigation efforts, highlighting the co-benefits of reduced air pollutants. The dataset generated with the CHETNA project enables policymakers to develop city- and sector-specific strategies, contributing to India's sustainable urban development. Its sectoral high-resolution data would provide insights for guiding urban planning, air pollutant reduction, optimizing transportation systems, enhancing energy efficiency, and implementing effective industrial regulations. Representing a significant advancement in urban GHG emissions monitoring, CHETNA also offers a scalable and replicable framework for other counties or cities facing similar challenges. This presentation provides an overview of the CHETNA project, outlining its scope, general concept, workflow design, and simplified methodologies for each sector. At EGU25, we will also present detailed sectoral methodologies and results, including traffic, residential, power, and small industrial sectors.

Applying a mechanistic fermentation and digestion model for dairy cows with emission and nutrient cycling inventory and accounting methodology

Wildland fire emissions from both wildfires and prescribed fires represent a major component of overall U.S. emissions. Obtaining an accurate, time-resolved inventory of these emissions is important for many purposes, including to account for emissions of greenhouse gases and short-lived climate forcers, as well as to model air quality for health, regulatory, and planning purposes. For the U.S. Environmental Protection Agency’s 2011 and 2014 National Emissions Inventories, a new methodology was developed to reconcile the wide range of available fire information sources into a single coherent inventory. The Comprehensive Fire Information Reconciled Emissions (CFIRE) inventory effort utilized satellite fire detections as well as a large number of national, state, tribal, and local databases. The methodology and results for CONUS and Alaska were documented and compared against other fire emissions databases, and the efficacy of the overall effort was evaluated. Results show the overall spatial pattern differences and relative seasonality of wildfires and prescribed fires across the country. Prescribed burn emissions occurred primarily in non-summer months were concentrated in the Southeast, Northwest, and lower Midwest, and were relatively consistent year to year. Wildfire emissions were much more variable but occurred primarily in the summer and fall. Overall, CFIRE represents a third of total emitted PM2.5 across all sources in the National Emissions Inventory, with prescribed fires accounting for nearly half of all CFIRE emissions. Compared with other wildland fire emissions inventories derived solely from satellite detections, the CFIRE inventory shows markedly increased emissions, reflecting the importance of the multiple national and regional databases included in CFIRE in capturing small fires and prescribed fires in particular. Implications: Wildland fire emissions inventories need to incorporate multiple sources of fire information in order to better represent the full range of fire activity, including prescribed burns and smaller fires. For the 2011 and 2014 U.S. National Emissions Inventory, a methodology was developed to collect, associate, and reconcile fire information from satellite data as well as a large number of national, regional, state, local, and tribal fire information databases across the country. The resulting emissions inventory shows the importance of this type of integration and reconciliation when compared against other emissions inventories for the same period.

ABSTRACTIt is estimated that there is sufficient in-state “technically” recoverable biomass to support nearly 4000 MW of bioelectricity generation capacity. This study assesses the emissions of greenhouse gases and air pollutants and resulting air quality impacts of new and existing bioenergy capacity throughout the state of California, focusing on feedstocks and advanced technologies utilizing biomass resources predominant in each region. The options for bioresources include the production of bioelectricity and renewable natural gas (NG). Emissions of criteria pollutants and greenhouse gases are quantified for a set of scenarios that span the emission factors for power generation and the use of renewable natural gas for vehicle fueling. Emissions are input to the Community Multiscale Air Quality (CMAQ) model to predict regional and statewide temporal air quality impacts from the biopower scenarios. With current technology and at the emission levels of current installations, maximum bioelectricity production could increase nitrogen oxide (NOx) emissions by 10% in 2020, which would cause increases in ozone and particulate matter concentrations in large areas of California. Technology upgrades would achieve the lowest criteria pollutant emissions. Conversion of biomass to compressed NG (CNG) for vehicles would achieve comparable emission reductions of criteria pollutants and minimize emissions of greenhouse gases (GHG). Air quality modeling of biomass scenarios suggest that applying technological changes and emission controls would minimize the air quality impacts of bioelectricity generation. And a shift from bioelectricity production to CNG production for vehicles would reduce air quality impacts further. From a co-benefits standpoint, CNG production for vehicles appears to provide the best benefits in terms of GHG emissions and air quality.Implications: This investigation provides a consistent analysis of air quality impacts and greenhouse gas emissions for scenarios examining increased biomass use. Further work involving economic assessment, seasonal or annual emissions and air quality modeling, and potential exposure analysis would help inform policy makers and industry with respect to further development and direction of biomass policy and bioenergy technology alternatives needed to meet energy and environmental goals in California.

California has large and diverse biomass resources and provides a pertinent example of how biomass use is changing and needs to change, in the face of climate mitigation policies. As in other areas of the world, California needs to optimize its use of biomass and waste to meet environmental and socioeconomic objectives. We used a systematic review to assess biomass use pathways in California and the associated impacts on climate and air quality. Biomass uses included the production of renewable fuels, electricity, biochar, compost, and other marketable products. For those biomass use pathways recently developed, information is available on the effects—usually beneficial—on greenhouse gas (GHG) emissions, and there is some, but less, published information on the effects on criteria pollutants. Our review identifies 34 biomass use pathways with beneficial impacts on either GHG or pollutant emissions, or both—the “good.” These included combustion of forest biomass for power and conversion of livestock‐associated biomass to biogas by anaerobic digestion. The review identified 13 biomass use pathways with adverse impacts on GHG emissions, criteria pollutant emissions, or both—the “bad.” Wildfires are an example of one out of eight pathways which were found to be bad for both climate and air quality, while only two biomass use pathways reduced GHG emissions relative to an identified counterfactual but had adverse air quality impacts. Issues of high interest for the “future” included land management to reduce fire risk, future policies for the dairy industries, and full life‐cycle analysis of biomass production and use.

Evaluation of anthropogenic air pollutant emission inventories for South America at national and city scale

Poultry production has been identified as a major producer of NH3 and, to a lesser extent, of greenhouse gases (GHGs) mainly by national emissions inventories. However, since most national inventories are based on average emission factors for each type of animal ('tier 1′ approach), the factors that influence these emissions (through breeding and manure-management practices) are not taken into account. The first step to improve inventories and propose mitigation options (e.g. best management practices, innovative systems) is a better understanding of the drivers of gaseous emissions and the identification of key factors for the mitigation of NH3 and GHG emissions. This paper presents a literature review of NH3 and GHG emissions from poultry housing, with a focus on the influence of practices and rearing conditions. It appears that flock-management practices (e.g. dietary practices, slaughtering age) and manure management (e.g. manure removal frequency, chemical treatment of litter) are presented as efficient ways to reduce emissions. Environmental conditions (e.g. ventilation rates, temperature) influence emissions; however, it was not possible to assess the effects of different combinations of these factors (compensatory or synergistic). Some factors, such as stocking density, which may play a significant role, were not studied. Modelling approaches that integrate these key factors with climate factors can be used to update emission factors in emissions inventories, consider national variability and uncertainties in mitigation scenarios, test synergistic and compensatory effects and avoid pollution swapping. Further research must be carried out to check the validity of emission factors and modelling parameters at a national scale.

In recent years, global climate change and local air quality have become some of the most pressing environmental concerns. These concerns have led to collaborative international efforts to reduce the concentration of greenhouse gases and criteria pollutants. Greenhouse gases include carbon dioxide (CO2), methane (CH4) and nitrous oxide (N2O) that occur naturally and as the result of human activity. Criteria pollutants include emissions of nitrogen oxide, sulfur dioxide, carbon monoxide, and total unburned hydrocarbons. Drilling contractors can play an important role in environmental stewardship by reporting carbon emissions from drilling operations, eliminating redundant emission measurements, and leading the industry in efforts to reduce these emissions. Noble Corporation is proactively pursuing methods to manage and reduce greenhouse gases and criteria pollutant emissions, improve diesel engine efficiency, and reduce diesel consumption as a means of lowering emissions. This paper presents Noble’s current environmental initiatives and successes to date, including:The completion of a three-year base line inventory of greenhouse gas emissions from its drilling units worldwide—a first in the drilling industryVoluntary participation in the EPA Climate Leaders program, a greenhouse gas emissions monitoring and reduction programNoble’s strategy for setting targets for reducing the amount of greenhouse gases produced by its offshore drilling operations and improving diesel engine efficiency through new diesel-injection technologyImplementation of a new rig-engine efficiency program, which has led to the reduction of nitrogen oxide (NOx) emissions by 30% and fuel consumption of 2%, a cost reduction that will amount to an average of $5,000/year for each engine. To establish a base line of greenhouse gas emissions, Noble used ChevronTexaco’s SANGEA™ Emissions Monitoring Software and equipment specifications to calculate greenhouse gas emissions retroactively and establish methods to measure greenhouse gas emissions going forward. In addition, Noble is measuring the output of criteria pollutants using Continuous Emissions Monitoring System (CEMS) technology and is evaluating the performance and durability of the technology in harsh offshore conditions, with the ultimate goal of installing gas analyzers on all of its offshore assets. Reducing its fuel consumption not only reduces emissions of greenhouse gases and other pollutants, it promotes a cleaner workplace and allows Noble to pass along fuel cost savings to its customers.

Impact of mobile source emission inventory adjustment on air pollution photochemical model performance

The livestock sector is a major contributor to agricultural greenhouse gas (GHG) and nitrogen (N) emissions and efforts are being made to reduce these emissions. National emission inventories are the main tool for reporting emissions. They have to be consistent, comparable, complete, accurate and transparent. The quality of emission inventories is affected by the reporting methodology, emission factors and knowledge of individual sources. In this paper, we investigate the effects of moving from the 1996 IPCC Guidelines for National Greenhouse Gas Inventories to the 2006 IPCC Guidelines on the emission estimates from the livestock sector. With Austria as a case study, we estimated the emissions according to the two guidelines, revealing marked changes in emission estimates from different source categories resulting from changes in the applied methodology. Overall estimated GHG emissions from the livestock sector decreased when applying the IPCC 2006 methodology, except for emissions from enteric fermentation. Our study revealed shifts in the relative importance of main emission sources. While the share of CH4 emissions from enteric fermentation and manure management increased, the share of N2O emissions from manure management and soils decreased. The most marked decrease was observed for the share of indirect N2O emissions. Our study reveals a strong relationship between the emission inventory methodology and mitigation options as mitigation measures will only be effective for meeting emission reduction targets if their effectiveness can be demonstrated in the national emission inventories. We include an outlook on the 2019 IPCC Refinement and its potential effects on livestock emissions estimates. Emission inventory reports are a potent tool to show the effect of mitigation measures and the methodology prescribed in inventory guidelines will have a distinct effect on the selection of mitigation measures.

Impact of Spanish electricity mix, over the period 2008–2030, on the Life Cycle energy consumption and GHG emissions of Electric, Hybrid Diesel-Electric, Fuel Cell Hybrid and Diesel Bus of the Madrid Transportation System

The article examines the main trends in the development of the transport logistics market in terms of passenger and cargo transportation. The main factors that determine the activity from the perspective of the dynamics of the development of transport companies have been analytically investigated. The economic activity of the transport industry was analyzed with studies of the structural components of the freight and passenger transport markets, as well as the basic dependencies of functioning with their influence on the dynamics of the development of the logistics market. The trends of transport logistics are considered based on the study of the characteristics and features of transportation by types of transport. The basic customers of customers of transport companies that form a stable portfolio of orders for transport services have been determined, in particular it has been proven that the stability of the growth of the transport and logistics market, the growth of transportation volumes in Ukraine is based on the transportation of goods that are directly or indirectly related to the field of agro-industrial complex and road construction branches of the country's economy. It was established that during the five pre-war years in Ukraine, the share of transportation by road and rail transport has a steady trend of growth based on the increase in demand for transportation of the specified branches of the country's economy, which confirms the establishment of a positive trend for the transport and logistics market. The commodity and consumer markets, together with the logistics services market, have interrelated directions of development and generally remain balanced, while the road and rail transportation market shows a steady growth trend with a predicted probability of slowing growth rates. The results of the study can be used in forecasting the level of stability of logistics services market segments, taking into account cargo and passenger transportation by types of transport, as well as for improving or updating tools for planning the work of transport forwarding, logistics and transportation enterprises.

There are two types of approaches for analyzing various aspects related to green-house gas (GHG) emissions, i.e., top-down and bottom-up approaches. Although the top-down approach focuses on macro-economic perspectives, the bottom-up approach is more suitable to investigate GHG emissions at an industry level utilizing domain-specific knowledge. For example, a bottom-up analysis requires a wide variety of data such as energy demands, conversion factors, and energy efficiency, which may be obtained by analyzing industrial process data. This study aims to provide a bottom-up approach for analyzing GHG emissions from shipbuilding processes in Korea. Reference energy system and energy balance for shipbuilding processes are derived for bottom-up modeling. Based on the midterm forecast on energy demands of the Korean shipbuilding industry, it is shown that the business-as-usual GHG emissions may be obtained. Relevant mitigation measures are then investigated to analyze their mitigation potentials for low-carbon ship production. 1. Introduction Global climate change has recently drawn an increasing attention due to its adverse effects on our environment. Since the inception of Kyoto Protocol to the United Nations Frame-work conventions on climate change, local and international experts have long called for more international cooperation in coping with global warming. The main idea of international cooperative efforts is to impose binding obligations for greenhouse gas (GHG) emissions on participating countries. Even though some countries have withdrawn their commitment and others have been reluctant to adopting definite targets for emission reduction, many countries have already established a designated national authority to manage their GHG emissions. Korea has also established a national authority called "GHG Inventory and Research Center (GIR)" in 2010. One of the most important roles of GIR is to manage the national GHG emission levels and set the abatement target of various sectors through an efficient and integrated management of GHG-related information. Recently, GIR has conducted a series of research projects to analyze GHG emissions of industrial sectors in cooperation with a group of experts. This study presents the results from the analysis of GHG emissions and mitigation potentials for the shipbuilding processes in Korea. It should be noted that the scope of this study is limited to constructions processes in a shipyard even though the shipbuilding industry may encompass a broader range of industrial sectors such as steel production and transport. Adopting Model for Energy Supply Strategy Alternatives and their General Environmental Impacts (MESSAGE) developed by International Institute for Applied Systems Analysis in 1980s (Messner 1997), a bottom-up mathematical programming model is generated to derive the business-as-usual (BAU) GHG emissions in the construction processes in a shipyard. Abatement potentials of several technical abatement measures are also analyzed to help shipbuilders effectively cope with the issue of climate change.

Early in the planning of the Panama Canal, Navy Commander Thomas Oliver Selfridge, Jr., wrote that “advantageous as an interoceanic canal would be to the commercial welfare of the whole world, it is doubly so for the necessities of American interests.”1 And indeed, since the Canal opened in 1914, it has been the main conduit for ocean-going ships carrying trade worldwide. Today the United States ranks number one in tons of cargo passing through the Canal (China ranks number two).2 In 2011 nearly 13,000 ocean-going cargo ships made the passage.3 Starting in the late 1950s (and expanding rapidly thereafter), internationally traded goods started being shipped in large metal containers, making it possible to load and unload cargo by machine instead of by hand and spurring the manufacture of larger ships.4 “Panamax” ships were designed to be just small enough to squeeze through the locks of the Canal.5 Today, even larger ships—called “post-Panamax” because they are too large to fit through the Canal6—make up 16% of the world’s container fleet but account for nearly half the fleet’s cargo capacity.7 To allow these larger ships to transit the Canal and increase its ability to handle higher volumes of ships, Panama is building a third set of locks, with construction expected to be finished in 2015.7 The Panama Canal expansion has sparked the competitive imagination of East Coast and Gulf Coast (EC/GC) port authorities, who hope to capture some of the 70% of U.S. imports currently controlled by West Coast (WC) ports.8 Ports typically make their revenues through leases with shipping lines, wharfage fees, and tariffs. So the more containers a port handles, the more money it can make. Experts at the U.S. Army Corps of Engineers (USACE) call the Panama Canal expansion a likely “game changer” for U.S. trade, potentially redistributing the market share of each coast’s ports, as well as opening up new import and export markets for agricultural and other products along inland waterways.7 Some have estimated that container volumes at EC/GC ports could more than double from 2012 to 2029.7 But with this growth come questions about what major initiatives to expand cargo capacity could mean for public health in these port cities.