The green state and industrial decarbonisation

ABSTRACT

The large share of carbon emitted by energy-intensive industries in the extraction and processing of basic materials must be limited to decarbonise society and the economy. Ways in which the state can govern industrial decarbonisation and contributes to green state theory are explored by addressing a largely ignored issue: the green state’s industrial relations and its role in industrial governance. With insights from a Swedish case study, the tension between the state’s economic imperative and ecological concerns in greening industry are shown to persist. However, as the energy-intensive industry’s previously privileged position in the economy is weakening, industry is opened to decarbonisation strategies. While the case exposes a number of governance challenges, it also suggests potential areas where the state can pursue decarbonisation in energy-intensive industry and points the way to an active role of the green state in governing industrial decarbonisation and greening industry.     

Does energy consumption contribute to environmental pollutants? evidence from SAARC countries

The objective of the study is to examine the causal relationship between energy consumption and environmental pollutants in selected South Asian Association for Regional Cooperation (SAARC) countries, namely, Bangladesh, India, Nepal, Pakistan, and Srilanka, over the period of 1975–2011. The results indicate that energy consumption acts as an important driver to increase environmental pollutants in SAARC countries. Granger causality runs from energy consumption to environmental pollutants, but not vice versa, except carbon dioxide (CO₂) emissions in Nepal where there exists a bidirectional causality between CO₂ and energy consumption. Methane emissions in Bangladesh, Pakistan, and Srilanka and extreme temperature in India and Srilanka do not Granger cause energy consumption via both routes, which holds neutrality hypothesis. Variance decomposition analysis shows that among all the environmental indicators, CO₂ in Bangladesh and Nepal exerts the largest contribution to changes in electric power consumption. Average precipitation in India, methane emissions in Pakistan, and extreme temperature in Srilanka exert the largest contribution.     

Anaerobic-aerobic treatment of purified terephthalic acid (PTA) effluent; a techno-economic alternative to two-stage aerobic process

This paper addresses the treatment of purified terephthalic acid (PTA) effluent using anaerobic and aerobic processes. Laboratory studies were carried out on flow proportionate composite wastewater generated from the manufacturing of PTA. An activated sludge process (ASP-two stage and single stage) and an upflow anaerobic fixed film fixed bed reactor (AFFFBR) were used, individually and in combination. The performance of a full-scale ETP under existing operating conditions was also studied. Full scale ETP studies revealed that the treatment of PTA effluent using a two-stage ASP alone does not meet treated effluent quality within the prescribed Indian Standards. The biomass produced in the two stage ASP was very viscous and fluffy and the sludge volume index (SVI) was very high (200-450 ml/g). However, pretreatment of PTA effluent using an upflow AFFFBR ensured substantial reduction in BOD (63%) and COD (62%) with recovery of biogas at 1.8-1.96 l/l effluent treated at a volumetric loading rate (VLR) 4-5 kg COD/m(3) d. The methane content in the biogas varied between 55% and 60%. The pretreated effluent from the upflow AFFFBR was then treated through a single stage ASP. The biomass produced in the ASP after anaerobic treatment had very good settlability (SVI: 75-90 ml/g) as compared to the two stage ASP and the treated effluent quality with respect to BOD, COD and SS was within the prescribed Indian Standards. The alternative treatment process comprising an upflow AFFFBR and a single stage ASP ensured net power saving of 257 kW and in addition generated 442 kW of power through the AFFFBR.     

Idle emissions from heavy-duty diesel vehicles: review and recent data

Heavy-duty diesel vehicle idling consumes fuel and reduces atmospheric quality, but its restriction cannot simply be proscribed, because cab heat or air-conditioning provides essential driver comfort. A comprehensive tailpipe emissions database to describe idling impacts is not yet available. This paper presents a substantial data set that incorporates results from the West Virginia University transient engine test cell, the E-55/59 Study and the Gasoline/Diesel PM Split Study. It covered 75 heavy-duty diesel engines and trucks, which were divided into two groups: vehicles with mechanical fuel injection (MFI) and vehicles with electronic fuel injection (EFI). Idle emissions of CO, hydrocarbon (HC), oxides of nitrogen (NOx), particulate matter (PM), and carbon dioxide (CO2) have been reported. Idle CO2 emissions allowed the projection of fuel consumption during idling. Test-to-test variations were observed for repeat idle tests on the same vehicle because of measurement variation, accessory loads, and ambient conditions. Vehicles fitted with EFI, on average, emitted approximately 20 g/hr of CO, 6 g/hr of HC, 86 g/hr of NOx, 1 g/hr of PM, and 4636 g/hr of CO2 during idle. MFI equipped vehicles emitted approximately 35 g/hr of CO, 23 g/hr of HC, 48 g/hr of NOx, 4 g/hr of PM, and 4484 g/hr of CO2, on average, during idle. Vehicles with EFI emitted less idle CO, HC, and PM, which could be attributed to the efficient combustion and superior fuel atomization in EFI systems. Idle NOx, however, increased with EFI, which corresponds with the advancing of timing to improve idle combustion. Fuel injection management did not have any effect on CO2 and, hence, fuel consumption. Use of air conditioning without increasing engine speed increased idle CO2, NOx, PM, HC, and fuel consumption by 25% on average. When the engine speed was elevated from 600 to 1100 revolutions per minute, CO2 and NOx emissions and fuel consumption increased by >150%, whereas PM and HC emissions increased by approximately 100% and 70%, respectively. Six Detroit Diesel Corp. (DDC) Series 60 engines in engine test cell were found to emit less CO, NOx, and PM emissions and consumed fuel at only 75% of the level found in the chassis dynamometer data. This is because fan and compressor loads were absent in the engine test cell.     

Poverty,environment and economic growth: exploring the links among three complex issues with specific focus on the Pakistan’s case

Eradicating poverty, reducing environmental degradation and achieving sustainable economic growth are some of the major macroeconomic goals of Pakistan. There are, however, serious interlinkages among these issues. The present paper investigates these linkages and the existing evidence for Pakistan and other countries. The aim of the paper is to examine and test some hypotheses and answer some questions regarding poverty-environment-nexus in Pakistan. The paper uses secondary data and information to probe into these linkages. The paper finds that poverty leads to environmental degradation is a common belief but it is not clearly supported by evidence. What is more strongly supported by evidence is the fact that environmental degradation hurts more the poor. There is a need of studies that deal with the social and environmental impacts of specific factors, and a need of a better understanding of institutional dynamics. More understanding on how levels and changes in poverty relate to changes in environmental quality is needed. There is a need to understand how the levels and rates of change vary with poverty. There is a need to know how and where the changes are taking place. More research is needed on the effects of changes in the population and the dynamics of institutional development. It has been showed that low income groups are the most affected when environmental degradation occur, but not enough information available in Pakistan on the mechanisms. There is a need of empirical studies regarding effect on poor relative to non-poor. More understanding on how poor people depend on, interact with and use their environment in rural and urban areas is needed. Ideally, in Pakistan, we would need to relate data gathered in an area with socio-economic data from the same area, answering this way to questions such as, to what extent are different income groups affected by resource degradation? And, by pollution? Finally, Pakistan should apply open minded and innovative policies in order to take advantage of the many existing opportunities. Some suggestions are eco-labeling schemes, organic practices, fair trade and so forth. Very little research has been conducted in developing countries, especially in Pakistan on the issues involving poverty, environment and development. The present study is an attempt in this regard. The results of the study are expected to assume pivotal importance for policy makers, academics and other researchers. It may help policy makers how to design policy to ensure poverty alleviation vis-à-vis environmental conservation. It may also help academicians to understand the complex poverty-environment-growth nexus. It will also open new avenues for further research in this area.     

Design of unsurfaced roads constructed with large-size shredded rubber tires: a case study

Stockpiles of scrap tires are serious fire hazard, public health hazard, and an environmental burden. The construction of road embankments, using tire shreds as a lightweight fill, can consume large quantities of scrap tires and has certain engineering benefits. All the previous research focused on small size tire shreds (3–6 in. size) in terms of its use in civil engineering applications and determination of the engineering/environmental properties. This research specifically focuses on large size tire shreds (12 in. size) and its direct comparison with the other sizes of the tire shreds to develop mechanistic-empirical practical design model and so that the use of tire shreds in road bases could be used on regular basis with enhanced reliability instead of on an empirical basis. The research also examines the potential environmental implications of the use of shredded rubber tires and the comparison of the short-term results with other long-term monitoring studies.     

Determination of beta-adrenergic receptor blocking pharmaceuticals in United States wastewater effluent

Beta adrenergic receptor antagonists (beta-Blockers) are frequently prescribed medications in the United States and have been identified in European municipal wastewater effluent, however no studies to date have investigated these compounds in United States wastewater effluent. Municipal wastewater effluent was collected from treatment facilities in Mississippi, Texas, and New York to investigate the occurrence of metoprolol, nadolol, and propranolol. Propranolol was identified in all wastewater samples analyzed (n = 34) at concentrations < or = 1.9 microg/l. Metoprolol and nadolol were identified in > or = 71% of the samples with concentrations of metoprolol < or = 1.2 microg/l and nadolol < or = 0.36 microg/l. Time course studies at both Mississippi plants and the Texas plant indicate that concentrations of propranolol, metoprolol, and nadolol remain relatively constant at each sampling period. This study indicates that beta-Blockers are present in United States wastewater effluent in the ng/l to microg/l range.     

Solid Waste Management Practices in the Eastern Province of Saudi Arabia

Solid waste management practices in the Eastern Province of Saudi Arabia are reviewed. The officials of various municipalities and agencies responsible for collecting and disposing of municipal waste were interviewed. The refuse generation rate found is in the range of 1.61–2.72 kg per capita per day. The refuse composition data indicate a high percentage of glass, metals, and wood. For storage purposes, 0.2-m³ barrels are used in residential areas and 0.75 to 1.50 m³-capacity containers are used in commerical areas. The present solid-waste collection system is labor-intensive, and a significant part of the budget is spent on collection and haul operations. The unit collection and haul cost is much higher than the unit disposal cost of refuse. The direct haul of refuse is the common practice, and the use of transfer stations has not yet been considered. It is also observed that the disposal methods used at these sites are not in line with modern techniques for refuse disposal. Landfilling and combined burning and landfilling are the common disposal methods at all the sites.