green business ideas for 2009

Green logistics, management of urban air and the use of biofuels by Dr SK Modak

Introduction

Logistics is a vital link in the current transport systems per day. They have improved the cost, efficiency and reliability aspects our delivery systems including the terminal portion of the supply chain. However, the negative environmental impact of transport movements leading to higher emissions of fuel consumption, noise levels, improved vibration motion, and accident rates have now reached high proportions as sustainability issues inevitably at the forefront of discussions on the earth. Logistics, including distribution logistics Conversely, should be made environmentally friendly. In this context, "Green Logistics is very important.

Last day of transport owes much to modern technology that has actually helped develop a high degree of organization and control of movements of goods not only within a country but also across the seven seas. The technology could be called the most effective driver of growth in the transportation industry today. Yet it is paradoxical that the logistics providers, in their eagerness to serve narrow commercial interests have lost sight of the objectives of the logistics green. The conflict between self-interest of industry and the objectives of both solicitors Green deserves serious discussion and action.

The aim of this paper is to discuss the meaning of the concept of green logistics, transportation industry-related greenhouse gas (GHG) management of air quality in urban areas, issue of modal shift, the use of bio-fuels and sustainable development issues in general.

What is the green logistics?

T he concept of "greenness" came to be discussed in relation with the transportation industry during the eighties and nineties, especially after the World Commission on Environment and Development Report 1987, said environmental sustainability as a target for international action. The transportation industry has been identified as one guilty of contributing to environmental degradation. Studies and reports have also suggested that the environment must be integrated in logistics or supply chain paradigm. The logistics green term has since become a watchword.

Traditionally handles the logistics of distribution before products which includes transportation, storage, packaging, inventory management and information processing from producer to retailer and end user. Environmental considerations require that, as a corollary, care must also be required to reverse logistics, "which involves the recycling and disposal of waste and used materials. Reverse Logistics flows have indeed opened a new market for recovery (10). Ultimately, the life cycle of a product – production, distribution, consumption and disposal – has to be considered as part of the logistics. Since quite a few transactions related to inventory, handling, packaging, etc. can be entrusted to other agencies, the integration operational assumes great importance in the total supply chain. In other words, the various operations related independent and on a trade on the basis of transactions are buffered by inventory. The emphasis is on maintaining a continuous flow of speed desired by synchronizing all activities that are part of the supply chain.

The main benefit of establishing a effective connectivity is the minimization of transportation costs incurred by businesses. The logistics costs consists of: (a) In related logistics costs (operations), (b) Excluding costs related logistics (marketing and sales), (c) Cost of services rendered, and (d) Result Management (12). The mark of an effective integration in the supply chain is (a) Compression of transit time, (B) the reliability of service, (C) Just in time (JIT) delivery (d) Good information systems support (e) flexibility in the operations (f) and customization (g) Minimization of back haul "trucks or empty return trip. The same criteria apply to reverse logistics that require management goods returned by customers, recycling or reuse, repair or removal of products and to find alternative channels to sell impaired assets (18). All these factors have an impact on the environment.

Transport Administration, as part of supply chain also important. This expertise in vehicles and equipment programming, load planning, routing freight shipping notice before the consolidation of cargo, monitoring the movement of goods under control and an effective information system. It is also the Documentation of lading and shipping manifests and what is very important, a competitive strategy price (2, 4).

In modern times international trade has become a large part of global economic activity. The role of transport in global supply chain is now even more important. Carriers can use a combination of modes such as air, road, rail, water, pipes and inter-modal. Trucking is normally more expensive than rail or water, but it offers the advantage of shipping door to door and time shorter delivery. It also eliminates the need for a transfer or transfer between pickup and delivery points. Shippers prefer therefore often on the road for all rail movements within walking distance in the country. When it comes to global trade, transportation of water becomes the dominant mode although the airline is also preferred for light and perishable goods.

Transport Industry and Green House Gas (GHG)

Transportation is certainly an energy intensive industry involving high levels of emissions GHG direct and indirect. According carbon budget and trends 2007 Annual Report, the global carbon emissions rose rapidly in 2007 with the industrialized countries like China and India produce over half of the production of human carbon dioxide CO2 is the main cause of warming climate (11). The report indicates that emissions from burning fossil fuels was the main contributor to rising CO2 and India will soon overtake Russia to become the third largest emitter of CO2. It should be noted that 450 parts per million (ppm) of CO2 leads to two degrees Celsius increase in atmospheric temperature with disastrous consequences in terms of global warming. A revival in the industry, business and our cunning politicians is given by recent figures from the concentration of CO2 in the atmosphere in general, which rose to 383 ppm in 2007. This was 37% higher than the average level. China, India, Russia and Japan are considered the major players emissions CO2 and in that car pollution is primarily responsible (6). The figures by country wise in table 1 illustrate the severity (23).

. Table 1: List of greenhouse gas emissions for countries to choose

Country growth rate of CO2 emissions

(In million tonnes) (1990-2004)

USA 25 6046

China 5007 109

Russia 1524 23

India 1342 97

Japan 1257 17

Germany 808 -18

Canada 637 54

United Kingdom 587 01

Korea 465 93

Italy 15 450

World 28 28 983

_________________________________________________-

Note: The share of developed countries is 15% of the world population

but 50% of CO2 emissions.

It is also estimated that, since Russia is to effectively reduce the emission rate, India may soon rank as the third largest polluter after the United States and China.

Addressing urban pollution of air transport

Transport undoubtedly plays a crucial role in the smooth and effective functioning of our cities. , But it is also primarily responsible for air pollution. Vehicle emissions are considered a serious problem in most metro cities in the world, including India. The levels of particulate Matter (SPM) is much higher than the standard 90 (as in 1992) set by the World Health Organization (WHO). A comparison of the concentration The MPS in some Indian cities and in other Asian cities is given in Table 2.

As seen in 1992, all three Indian cities Delhi, Mumbai and Kolkata has repeatedly exceeded the WHO limit of 90 MPS and our nation's capital was the worst offender.

Table 2: The figures in MPS annual average concentration in the cities of Asia during 1990-1999 (limiting SPM 90 as in 1992) _________________________________________________________________________

Bangkok Hong Kong 215 490 55 New Delhi

Beijing Kolkata 380 394 Seoul 101

Manila Busan 100 198 250 Shanghai

Chonguing 250 Mumbai 252

The responsibility of higher levels of pollution may be placed at the door of a sharp rise in the number of cars in Indian cities like shown in Table 3.

Table 3: Total number of registered motor vehicles in India during 1951-2004

(Figures in thousands)

All Year Two cars, jeeps buses Other Goods

Wheelers Vehicles & Taxis Vehicles

1951 306 27 159 34 82 4

1961 665 88 310 57 168 42

1971 1865 576 682 94343170

1981 5391 2618 1160 162 554 897

1991 21374 14200 2954 331 1356 2533

2000 48857 34118 6143 562 2715 5319

2001 54991 38556 7058 634 2948 5795

2002 58924 41581 7613 635 2974 6121

2003 67007 47519 8599 721 3492 6676

2004 72718 51922 9451 768 3749 6829
_______________________________________________________________________-

Source: (19) and Transport Research Wing, Ministry of Road Transport, Government of India

Motor vehicles are likely to emit large amounts of total organic gases (TOG), including hydrocarbons (HC), carbon mono oxide (CO), particulate matter (PM), nitrogen oxide (NOx) and sulfur oxides (SOx). These air pollutants cause serious health and the environment. Particulate matter (PM) results in worsening respiratory and cardiovascular diseases and impair lung function. In addition, the environment can be degraded by acid rain, eutrophication, reduced visibility and, of course climate change. According to a study published in Current Science (5), while the Indian economy grew 2.5 times during 1975-1995, the level of pollution from vehicles has increased by 7.5 times. This is worrying indeed. It shows that the transport system and pollution air are directly linked to cooperation. Emissions from motor vehicles in practice will depend on vehicle-kilometers, the speed vehicles, the life of vehicles and the mix of vehicles. The emission rates of different classes of vehicles are shown in Table 4.

Table 4: emission rates of different categories of vehicles in the Indian city typical GMS / km

Class of vehicle CO HC NOx SO2 TSP Pb

Two-wheeled 03.08 5.18 – 0.013 0.004 –

Automotive 24.03 3.57 1.57 0.053 0.012 –

Three-wheelers (car) 12.25 7.77-0.029 0.009 –

Bus 4.38 1.33 8.28 1.441 to 0.275

Truck 3.43 1.33 6.48 1.127 to 0.450

Light truck 1.30 2.50 o.50 0.400 to 0.100

Note: (-) indicates negligible

Source: (21)

Here we can see that the rate of emissions of CO and HC modes of transport such Custom cars and motorbikes are very high suggesting the need for their replacement by means of public transport passengers on buses or Metro rail. The figures for the average efficiency of different categories of motor vehicle expressed in terms of miles per gallon are as in Table 5.

Table 5:

Vehicle Fuel Type category _ Km. by litre__

Bus Diesel 4.30

Motorcycles Gasoline 44.40

Three-wheeled gasoline 20.00

Motor spirit 10.90

Source: (21)

An idea of costs of vehicle emissions in some cities in India can be had figures in Table 6.

Table 6: Estimating the burden of vehicle emissions in certain metropolitan cities of India

Name of city vehicles pollution load (in tons per day)

_________________________________________________________________________ Oxide particles of sulfur Total hydrocarbons

dioxide, nitrogen monoxide

________________________________________________________________________

Delhi 10.30 8.96 126.46 249.57 651.01 1046 0.30

Mumbai 5.59 4.03 70.82 108.21 469.92 659.57

Bangalore 2.62 1.76 26.22 78.51 195.36 304.47

Kolkata 3.25 3.65 54.69 43.88 188.24 239.71

Ahmedabad 2.95 2.89 40.00 67.75 179.14 292.71

Pune 2.39 1.28 16.20 73.20 162.24 255.31

Chennai 02.02 28.21 2.34 50.46 143.22 226.25

Hyderabad 1.94 1.56 16.84 56.33 126.17 202.84

Jaipur 1.18 1.25 15.29 20.99 51.28 88.99

Kanpur 01.06 1.08 13.37 22.24 48.42 6.17

Lucknow 1.14 0.95 9.68 22.50 49.22 83.49

Nagpur 0.55 0.41 5.10 16.32 34.99 57.37

Grand Total 35.31 29.84 422.88 809.69 2299 .21 3597.20

Source: (3)

The levels of air pollution in our cities are indeed disturbing. The number of vehicles motor vehicles on Indian roads today is certainly much more than the figure of 7.2 crore in 2004 (see Table 3). What is more alarming is concentration in cities like Delhi, Mumbai, Kolkata and Chennai. Delhi, for example, which had 1.4 percent of India's population accounted for 7 percent of vehicles Motor total in the country. Another typical concern is that while the share of public transport (buses) is much lower the desired range of 60-85 for more than two million cities, the share of personal transport (cars and two wheelers) and Para-Transit (autorikshaws and taxis) is above the optimal range of 10-20 in most cities.

The impact of such rapid growth in the number of vehicles in the depths of space clearly inadequate road, street furniture poor, illegal encroachment by hawkers, parked vehicles and the residents of the pavement can be easily imagined. Most Indian cities of traffic congestion are now facing serious, especially during peak hours, when the speed of vehicles to slow down 5-10 miles per hour central business district areas. vehicle emissions as CO2, NOx and HC significantly increase levels of pollution.

services like mass transit buses and commuter trains are generally overcrowded. They are irregular and involve long waiting times. This naturally leads to a massive displacement of customized transportation and Para-transit modes. In India, owning a car is still considered a status symbol. Consequently, the neo-rich are in the process of joining the club car owners and it is feared that the situation could get worse after the car Nano one lakh rupees arrived on Indian roads. All this can also lead to soaring rates Accidents to dizzying heights. It is time we hear the alarm and save us from becoming a company focused on the car.

Air Quality Management – Measurement

It is obvious that we must act without delay by the intervention effectiveness in the transport. Green transport through a green logistics should be our goal. Maintaining the quality of air is possible by setting a Quality control of ambient air network for vehicle emissions and simultaneously help motorists make the transition. Variety measures to be undertaken may be on the following lines:

(A) Diesel engines emit carbon particles TSP heavy hydrocarbons, sulfates and other byproducts of combustion and gasoline engines also emit CO, NO and other volatile compounds. However, diesel engines are considered relatively dirtier and the government should discourage their use by appropriate measures, including differential pricing (14).

(B) The government should promote the use of alternative fuels cleaner such as liquefied petroleum gas (LPG) and compressed natural gas gas (CNG). Fortunately, he is already gradually and effectively. The air quality in Delhi and Mumbai has certainly improved after their use in buses and public transport autorikshaws. It should also take care to establish CNG filling stations along all major roads. Another good news, according to a research report from Frost & Sullivan () is that car manufacturers in India are unlikely to deploy models that use alternative fuels such as CNG and LNG. They are also developing a converter kit that will transform an existing gasoline and diesel vehicles in CNG / LPG motor vehicle. These converter kits three wheels are already on the market. After this conversion India really need 10,000 CNG pump stations, so that today they number less than 5000 in 15 cities.

(C) the use of old vehicles should be effectively curbed. Lack of funding or the fear of unemployment does not enter the way of the implementation of government directives. Applications for judicial intervention should be promptly treated. obsolete models, except those used for ralley classic cars, must be retired.

(D) Improved fuel quality in terms of surphur content in diesel and low benzene and aromatics lower petrol should be applied. The Ministry of Road Transport of the Government of India has promulgated rules rightly, in April 1995 on the use of gasoline Unleaded and installation of catalytic converters in new cars with gasoline. Similarly, the standards for sulfur content in gasoline has been fixed at 0.1% and for diesel to 0.25%

(E) Establishment of emission standards for all types of motor vehicles is necessary. Fortunately, the next generation emission standards for two-wheelers and three wheelers have been implemented to from April 2005. If possible, the government can begin to conduct emissions testing of motor vehicles prior to registration. Arguably sector automotive industry in India is very sensitive to environmental risks and safeguards.

(F) organizations local enforcement should launch sustained drives against smoke-belching vehicles that abound in small and medium-sized Indian cities. To do this, they Testers need to roadside emission inspections for vehicles. The forced retirement of old polluting vehicles can be action. The government should also develop pedestrian safety laws and clear all the encroachments of footpaths to allow pedestrians to their right walk safely.

(G) A better integration between rail and bus services to other systems 'feeder' transport facilities and water must be made by the link. Common ticketing and information systems to provide seamless connections between modes of transport may also be considered. Elevated railway systems integration LRT and MRT lines can be designed to discourage private car owners. (20)

Modal Shift

The question of the evolution of the modal split towards rail and waterways should be treated seriously. It is a well established that movement of goods by road vehicle emissions of carbon gives more per ton-km than rail freight or load. The roads in India these days are becoming more congested affecting climate change. The share of rail transport in the movement of goods, and not in absolute terms, but relative, has been declining relative to road transport, due to the accessibility and door-to-door advantage enjoyed by the provision of road transport. However, this does not bode well for the environment and point of view of sustainability. There is no doubt that the Indian rail freight traffic over the last Thank decade has increased in absolute terms of the Container Corporation of India – a subsidiary of Indian Railways, playing a role in providing more user-friendly ISO containers two port terminals and inland container depots (ISD). However, for road transport logistics providers continues to be the preferred mode for the reason that their measure for transport costs differs from that of the government. The costs of environmental degradation are external to them and do not require internalization for business accounting.

It is here that policy makers should use their ingenuity in the evolution of the fiscal, regulatory and organizational measures that induce a modal shift from road to rail and water transport. Unfortunately, there is no evidence yet of serious thought on the part of policymakers to achieve such a desirable change for the environment road transport to rail and water. The reason is not far to seek. The decision on choice of mode by shippers of freight involves many complex issues. It depends on a variety of factors that influence the performance of rail freight movements and the costs in terms of time and money which is borne ultimately. It is therefore necessary to identify the barriers that prevent the desired change modes and develop appropriate measures to achieve the goal. These are the managers of the logistics that can really shed light on how ecological influence the choice of mode ().

Skip to bio-fuels

Because of soaring prices in the world oil market in recent decades, had to get rid of oil and use alternative energy sources like biofuels that reduce oil demand, ensure energy security and prevent climate change. Simultaneously, efforts have been undertaken to promote research and development in other clean energy options like wind, water, solar energy and resources of hydrogen. However, the transition ethanol bio-fuels, in particular – has been regarded as the easiest to achieve the objective (7)

The question often asked is whether the use of bio-fuels would be a good strategy. Research undertaken by the International Food Policy Research Institute (IFPRI) show another story (17). During the period 2000-2007 there was a boom in ethanol production. Brazil and the United States controlled the market produce 90% ethanol. The European Union (EU) has also followed suit. Vast tracts of land have been diverted to the production of palm and soya to produce bio-diesel and to corn and sugarcane to produce ethanol. This has resulted in soaring prices raw materials during the period. According to IFPRI, if this trend continues, by 2020, corn prices should increase by 26% now to 72%, sugar 12% to 277% and oilseeds by 18% to 44%. This scenario is bound to have a serious impact on the poorer segments of society with food quality decreases and malnutrition spread to large parts of Asia and Africa.

In this situation, rich countries can continue to emit the most greenhouse gas emissions (GHG) emissions and poor countries bear the burden of climate change in terms of climate Cool, rain, and deforestation, and as low income, malnutrition and greater dependence on agriculture and natural resources to live.

It is feared that the risks of transition to agro-fuels are real. The switch can cause deforestation and the destruction of the ecosystem. The warnings are given as agri-fuels should not be pursued without a proper analysis of risks. (1). According to a document of UNIDO The main concern here is the competition between land use for production of bio-energy and food production and animal feed. " The fuel versus food issue is really puzzling. The document also states that "the coupling of the energy market with the market food can increase food prices and thus increase access to affordable food for many "(25). This warning can be ignored only at our peril.

It must be clearly understood that prices rose can increase income for farmers and give them food security, but the overall effect will depend on the income distribution has increased. In the opinion of the Food and Agriculture (2006) food against fuel issue needs detailed analysis of the possible results of bio-fuels policy. Stanford University Institute for Wood Environment said that the use of bio-fuels as part of a new American energy plan is not a good strategy. It is that the U.S. ethanol from corn has the program resulted in higher prices for food crops due to farmland conversion. (23) This can happen anywhere in India too. Lands can be diverted for the production of soybean and sugar cane. The decision to move from fossil fuel-based cultures is to be taken with extreme caution. Scientists say that agro-fuels production oilseeds and corn has the potential to affect our climate catastrophe.

Research is conducted to produce liquid biofuels for transportation as such. Here, the "first-generation fuels refer to bio-energy from sugar, starch, vegetable oils or animal fats using conventional technologies. "Second generation fuels refer to those of the feedback from lignocellulose biomass using advanced technologies. In India, we have used the gasification of solid biomass through the creation of small-scale facilities mainly in rural areas that produce heat and energy. We must modernize the technology to feed the gas into the pipeline or, Failure to compress them for use in transportation vehicles. In this regard, Brazil has a success story to report. Ethanol production Cane sugar has reduced the country's dependence on fossil fuels and also "cleansed" of the industry. ()

Finally As the thrust is on producing clean energy and expanding the consumption of oil, biofuels can be regarded as welcome. But we must carefully assess the drop outs by the switch to bio-fuels. Obama's New Energy Plan for USA supports the increased use of ethanol produced from corn. This has led to rising food prices, especially wheat. If we even produce ethanol from sugar in India, it can deplete our levels of water and soil quality degrades. Bio-fuels may not materialize be "green" after all. (23) The sustainability of biofuels does not seem to be as strong as it manifested itself sooner.

References

1. Almuth Ernsting, Deepak Rughani, Dr Andrew Boswell (2007): "agro-fuels threaten to accelerate global warming, the UNFCCC, Bali version www.biofuelwatch.org.uk
2. Bowersox, Closs, and Cooper (2008), Supply Chain Logistics Management, McGraw Hill, 2nd edition
3. Central Control Commission of Pollution: National Ambient Air Quality Statistics of India, various years
4. Sunil Chopra and Peter Meindl (2007): Supply Chain Management-Strategy, Planning and operations, Prentice Hall of India
5. Current Science (1999): "Urban Air Pollution Commentary" Vol.77, No. 3, August 10, 1999.
6. November 3, 2008 Financial Express, India emerging companies
7. John Browne (1997): "The Biofuels – A solution to climate change, our Earth's climate is changing, "a presentation to the Council on Foreign Relations, New York, November 13, 1997.
8. John Pucher, Korattyswaropan Nisha, Neha Mittal, Ittyerah Ninu (2005): "The crisis of urban transport in India", 12 transport policy, Elsevier, pp. 185-198.
9. Prodosh Mitra (2009): "Biofuels are also seen green-Strike", the Times of India, February 17, 2009
10. Jean-Paul Rodrigue, Brian Slack, Claude Comtois (2001): "Green Logistics (The Paradoxes of)", in Handbook of Logistics and Supply Chain Management, Brewer et al (eds.), Pergamon / Elsevier Publishers, London Green Business Survey 2008
11. Financial Express, 22 and 29 September 2009: "Emissions Rise despite global carbon reduction measures – carbon balance and Trends Report 2007
12. Raghuram G. and N. Rangaraj (2005): Logistics and Supply Chain Management concepts and snacks, Macmillan, New Delhi
13. Hindustan Times, December 19, 2007: "India is a friendly drive.
14. House of Representatives, Philippines Policy Advisory No.2004-03 (2004): fight against pollution of urban transport.
15. Indian Express, 16 November 2007: the International Atomic Energy Agency (IEA) Report on World Energy Outlook
16. Form Jain, AK (2009): "Cities Renovation and built to meet the challenges of climate change and carbon emissions, Akruti Journal of Infrastructure, Vol. II, No. 2, pp. 101-121
17. Joachim von Braun (2008): "Food prices, biofuels and" Climate Change, International Institute Research Institute (IFPRI)
18. BS Sahay (Ed.) (2004): chain management issues in the energy supply Akruti Journal of Infrastructure, Vol. II, No. 2, pp. 122-1
19. Sanjay K. Singh (2005): "Review of Urban Transportation in India", Journal of Transportation Public, Vol. 8, No. 1, pp. 79-97
20. McKibbin, Warwick J. (2009): "Climate change in India"
21. Sibal and Sachdeva (2001), "The urban transport scenario in India and its relationship with Energy and Environment, Urban Transport Journal, Vol.2, No. 1, pp.34-55
22. Sudarsanam Padam Singh & Sanjay K. (2002), "Urbanization and Urban Transport in India-The sketch of a policy of the Central Institute of Transport Road, Pune
23. Times of India, November 28, 2007, "Global Warming-Earth on Fire" – Subodh Varma
24. Geeta Tiwari (2007), "Transport urban Indian cities ", Urban Age, test papers, LSE
25. UNIDO (2007): Bio-Energy Strategy on Sustainable Industrial Conversion and Use productive energy Bio – Report

e-mail: shankermodak@yahoo.co.in

About the Author

Dr. S.K.Modak is an eminent educationist with over 4 decades of teaching and research experience at college and university level. He has authored 12 books, 4 monographs and over 100 articles in journals and periodicals. He has pioneered a new discipline: Human Orientation Science dealing with guidance systems and signage at public places.

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