Atit Tippichai - Academia.edu (original) (raw)

Papers by Atit Tippichai

Asia-Pacific Journal of Science and Technology, 2005

Traffic air pollution is an important environmental pollution, particularly in major cities such ... more Traffic air pollution is an important environmental pollution, particularly in major cities such as Bangkok, Chiang Mai, Songkla, Khon Kaen, etc. The air pollutant emission of each vehicle depends on several parameters and its dispersion is quite complicated. Therefore, the prediction or estimation of traffic air pollutants is absolutely difficult. However, researchers can simulate the generation and dispersing behavior of pollutants by mathematical models, which can be used as tools for predicting air pollution when implementing the proposed traffic and transportation plans. The Geographic Information System (GIS) can store, receive queries, and analyze data, and display spatial results very well. Therefore, the application of GIS and mathematical air pollution models will help traffic and transport planners evaluate the proposed projects/plans efficiently. This paper describes the research in development of such tools for analyzing air pollution from road traffic in urban areas both from abroad and in Thailand. These can be used as guidelines for further research.

Energy: Expectations and Uncertainty,39th IAEE International Conference,Jun 19-22, 2016, Jun 19, 2016

Journal of Renewable and Sustainable Energy, Mar 1, 2017

Articles you may be interested in Energy consumption and low carbon development strategies of thr... more Articles you may be interested in Energy consumption and low carbon development strategies of three global cities in Asian developing countries

International Journal of Energy Economics and Policy, Jul 19, 2022

Thailand is a net energy importer that has steadily increased the demand for energy over the past... more Thailand is a net energy importer that has steadily increased the demand for energy over the past several decades. But there has not been a systematic analysis of the energy demand change factors. Therefore, in this study, a decomposition analysis was applied to determine the major driving forces of the changes in energy use from the years 1990-2020. The analysis period covered a regional financial crisis known in Thailand as the "Tom Yum Kung" crisis in 1997-1998 and a global pandemic COVID-19 in 2020. The analysis results showed that the value-added of economic sectors is the most important factor in requiring more energy, while energy intensity is the most important factor in reducing energy consumption. Therefore, increasing the value-added of productions and enhancing the energy efficiency more stringent will lead to a decoupling of energy consumption against GDP and sooner peak demand of energy in Thailand.

The Dynamic Energy Landscape,33rd USAEE/IAEE North American Conference,Oct 25-28, 2015, Oct 25, 2015

The International Institute for Sustainable Development (IISD) contributes to sustainable develop... more The International Institute for Sustainable Development (IISD) contributes to sustainable development by advancing policy recommendations on international trade and investment, economic policy, climate change and energy, and management of natural and social capital, as well as the enabling role of communication technologies in these areas. We report on international negotiations and disseminate knowledge gained through collaborative projects, resulting in more rigorous research, capacity building in developing countries, better networks spanning the North and the South, and better global connections among researchers, practitioners, citizens and policy-makers. IISD's vision is better living for all-sustainably; its mission is to champion innovation, enabling societies to live sustainably. IISD is registered as a charitable organization in Canada and has 501(c)(3) status in the United States. IISD receives core operating support from the Government of Canada, provided through the International Development Research Centre (IDRC), from the Danish Ministry of Foreign Affairs and from the Province of Manitoba. The Institute receives project funding from numerous governments inside and outside Canada, United Nations agencies, foundations and the private sector.

Engineering and Applied Science Research, Feb 21, 2005

This paper describes the process of technique and methodology for the development of a traffic an... more This paper describes the process of technique and methodology for the development of a traffic and transport model for urban transportation planning. The model was developed as part of the Study on Traffic and Transport Master Plan for Regional Cities: the Nong Khai city, supported by Office of the Commission for the Management of Land Traffic (OCMLT) in 2001. The model was developed by using TRIPS program and applying the Traditional 4-Step Transportation Planning model for forecasting travel demand in horizon years. Both primary and secondary data such as traffic flow data. Physical data of road network. O-1) matrix, number of population. Students, employees and employment in cache zone. And so on were collected in this study. The results showed that after the appropriate calibration and validation. TRIPS was capable of systematically and effectively prediction travel demand as well as evaluating traffic and transport plans or projects proposed to resolve and improve the traffic and transport problems in the study area.

International Journal of Renewable Energy Development

Nakhon Ratchasima is one of the northeastern cities which has been promoted as one of the low-car... more Nakhon Ratchasima is one of the northeastern cities which has been promoted as one of the low-carbon cities in Thailand. The study aims to evaluate policies and measures on greenhouse gas (GHG) emissions mitigation to meet the target at the provincial level. The Low Emissions Analysis Platform (LEAP) is used as a modeling tool to simulate energy demand for each economic sector. The 2019 data is set as a base year, using top-down and bottom-up approaches depending on the availability of data for the analysis. The model consists of two scenarios: (1) Business-as-usual (BAU) scenario and Low carbon scenario (LCS). Transport and industry sectors are the most energy-consuming and CO2-emitting sectors in Nakhon Ratchasima Province. In the LCS case, the final energy demand and CO2 emissions in 2050 will be reduced by about 40% compared to the BAU case. In addition, CO2 emissions in Nakhon Ratchasima Province will peak around 2038, this is not the case with BAU. The study could predict futu...

International Journal of Energy Economics and Policy, Mar 20, 2022

This paper assesses long-term energy consumption and greenhouse gas (GHG) emissions in Rayong Pro... more This paper assesses long-term energy consumption and greenhouse gas (GHG) emissions in Rayong Province which is one of the three provinces in the Eastern Economic Corridor (EEC) of Thailand. LEAP (the low emissions analysis platform) is used to project final energy demand for each economic sector by using the 2019 data as a base year. In the model, we defined the energy consumption into two scenarios; a business-as-usual (BAU) scenario and a low carbon scenario (LCS), to see different energy demand and CO 2 emissions up to the year 2050. There are different assumptions between BAU and LCS in each sector such as energy efficiency improvement, shift to modern energy, the share of high energy-efficient vehicles, etc. In the BAU scenario, the final energy consumption needed by Rayong Province will increase with an average annual growth rate (AAGR) of 3.49%, while only 1.52% for the LCS. CO 2 emissions in the LCS will be reduced by 41.7% by 2050 when compared with the BAU scenario. Most interestingly, even though energy demand in Rayong Province will be increasing up to 2050, CO 2 emissions will peak about 2035 and then reduce. The industry and transport sectors are the most final energy consumption and the highest CO 2 emissions. This is because EEC is driven by a production-based economy. The solution for this is to transform to alternative energies sourcing, shift all productions to sustainable ones, restructure the industrial estate to become the eco-industrial and GHG emissions management, which will also result in obvious carbon reduction. This kind of information will be beneficial to energy demand conservation and GHG emission mitigation at the provincial level which will depend on the energy policies initiated and implemented in the future.

IATSS Research, 2009

Recently, the concept of sectoral approaches has been discussed actively under the UNFCCC framewo... more Recently, the concept of sectoral approaches has been discussed actively under the UNFCCC framework as it could realize GHG mitigations for the Kyoto Protocol and beyond. However, most studies have never introduced this approach to the transport sector explicitly or analyzed its impacts quantitatively. In this paper, we introduce a sectoral approach which aims to set sector-specific emission reduction targets for the transport sector for the post-2012 climate regime. We suppose that developed countries will commit to the sectoral reduction target and key developing countries such as China and India will have the sectoral no-lose targets ⎯ no penalties for the failure to meet targets but the right to sell exceeding reductions ⎯ for the medium term commitment, i.e. 2013-2020. Six scenarios of total CO 2 emission reduction target in the transport sector in 2020, varying from 5% to 30% reductions from the 2005 level are established. The paper preliminarily analyzes shares of emission reductions and abatement costs to meet the targets for key developed countries including the USA, EU-15, Russia, Japan and Canada. To analyze the impacts of the proposed approach, we generate sectoral marginal abatement cost (MAC) curves by region through extending a top-down economic model, namely the AIM/ CGE model. The total emission reduction targets are analyzed against the developed MAC curves for the transport sector in order to obtain an equal marginal abatement cost which derives optimal emission reduction for each country and minimizes total abatement cost. The results indicate that the USA will play a crucial role in GHG mitigations in the transport sector as it is most responsible for emission reductions (i.e. accounts for more than 70%) while Japan will least reduce (i.e. accounts for about 3%) for all scenarios. In the case of a 5% reduction, the total abatement is equal to 171.1 MtCO 2 with a total cost of 1.61 billion USD; and in the case of a 30% reduction, the total abatement is equal to 1,026.4 MtCO 2 with a total cost of 116.17 billion USD. The emission reductions according to the total targets of the five developed regions could cover around 3% to 15% of global CO 2 emissions in the transport sector in 2020.

Engineering and Applied Science Research, 2013