A colheita de cana-de-açúcar, sem despalha a fogo, vem crescendo no Brasil. Nesse sistema de cultivo, existem muitas dúvidas em relação ao manejo da palha, e das quantidades de nitrogênio e potássio a serem utilizadas. Objetivou-se avaliar o manejo da palha, adubação nitrogenada, potássica e uso do inoculante em área comercial de cana-de-açúcar. Para isso, instalou-se experimento na região de Piracicaba - SP, num Latossolo Vermelho Amarelo Distrófico, cultivado com a variedade de cana-de-açúcar CTC 9, em delineamento de blocos casualizados em esquema fatorial incompleto 3x6x4, totalizando 153 parcelas, sendo três manejos da palha-MP (distribuição da palha da cana em toda área-MPT, retirada da palha apenas nas linhas da cana-de-açúcar-MPRL e enleiramento da palha a cada duas linhas-MP2:1), seis doses de N (aplicação de 0, 60, 120 e 180 kg ha-1 de N, aplicação na linha da cana de solução contendo cinco espécies de bactérias fixadoras de nitrogênio na ausência de adubação nitrogenada e aplicação na linha da cana de solução contendo cinco espécies de bactérias fixadoras de nitrogênio mais 30 kg ha-1 de N mineral), quatro doses de K (0, 50, 100 e 150 kg de K2O ha-1) e três repetições. As variáveis analisadas ao longo das duas socas foram: análises químicas do solo, emissão de CO2, diagnose foliar, avaliações biológicas e tecnológicas e produção de colmos da cana-de-açúcar. A aplicação de nitrogênio e potássio afetou a fertilidade do solo, teor foliar de N, açúcar teórico recuperável e crescimento da cana-de-açúcar. A aplicação de 80 kg ha-1 de K2O é suficiente para apresentar alta produtividade da primeira (87 t ha-1) e da segunda soca de cana-deaçúcar (141 t ha-1) e não houve resposta a aplicação de nitrogênio mineral. A aplicação de inoculante não aumentou a produtividade da cana-de-açúcar. O MPRL se mostrou como o mais promissor em relação ao crescimento e produtividade da cana-de-açúcar. O MPRL apresentou maior emissão de carbono se comparado ao MP2:1 na 2a soca. Na 1ª soca, no MPT, MPRL e MP2:1, a emissão de CO2 foi de 1,7; 2,0 e 1,7 ?mol m-2 s-1, a temperatura foi de 21,7; 21,7; 21,2 ºC e a umidade foi de 11,1; 6,6 e 9,5%, respectivamente. Na 2ª soca, no MPT, MPRL e MP2:1, o CO2 foi de 1,8; 2,1 e 1,6 ?mol m-2 s-1, a temperatura foi de 21,4; 22,9; 22,4 ºC e a umidade foi de 16,9; 12,3 e 11,5%, respectivamente. A emissão de CO2 aumentou com o crescimento das plantas de cana-de-açúcar e oscilou de 6 a 12,4 ?mol m-2. / The harvesting of sugarcane, straw removal without fire, is growing in Brazil. In this culture system, there are many questions about the management of residue, and the amounts of nitrogen and potassium to be used. This study aimed to evaluate the straw management sugarcane, nitrogen, potassium and use of inoculants in commercial sugarcane. For this experiment was installed in Piracicaba - SP, in the Oxissol cultivated with the variety of sugarcane CTC 9, in a randomized block design in a incomplete factorial 3x6x4, totaling 153 plots, three management of stubble-MP (distribution of sugarcane trash in every area-MPT, removal of straw only rows of sugarcane MPRL and windrowing straw every two lines-MP2:1) six doses of N (application of 0, 60, 120 and 180 kg ha-1 of N, applied in line with the cane solution containing five species of nitrogen-fixing bacteria in the absence of nitrogen fertilizer application on line and cane solution containing five species of nitrogen-fixing bacteria plus 30 kg ha-1 of mineral N), four doses of K (0, 50 , 100 and 150 kg ha-1 of K2O) and three replications. The variables analyzed along the two years were: soil chemical analysis, CO2 emission, foliar diagnosis, biological and technological evaluations and straw yield of sugarcane. The application of nitrogen and potassium affect soil fertility, leaf N content, theoretical recoverable sugar and growth of sugarcane. The application of 80 kg ha-1 of K2O is sufficient to present the first high productivity (87 t ha-1) and second ratoon sugarcane (141 t ha-1) and there was no response from the application nitrogen mineral. The inoculant application did not increase productivity of sugarcane. The MPRL proved as the most promising in relation to growth and productivity of sugarcane. The MPRL had lower moisture and higher carbon footprint compared to MPT and MP2:1. In the 1st ratoon, the MPT, MPRL and MP2:1, the emission of CO2 was 1.7, 2.0 and 1.7 ?mol m-2 s-1, the temperature was 21.7, 21.7; 21.2 ºC and humidity was 11.1, 6.6 and 9.5%, respectively. In the 2nd ratoon in MPT, MPRL and MP2:1 first, the CO2 was 1.8, 2.1 and 1.6 ?mol m-2 s-1, the temperature was 21.4, 22.9; 22, 4 ºC and the humidity was 16.9, 12.3 and 11.5%, respectively. The emission of CO2 increased with the growth of plants sugarcane and oscillated 6 to 12.4 ?mol m-2 s-1.

Der Verkehrssektor ist einer der Hauptverursacher von CO2-Emissionen. Der motorisierte Individualverkehr (MIV) zeichnet für den höchsten Anteil daran verantwortlich. Die Nutzung eines Autos ist jedoch für viele unverzichtbar. Die Kosten für den eigenen Pkw steigen seit Jahren. Kostenfreie und verfügbare Parkplätze sind knapp und der Berufsverkehr fließt oft nur stockend. Angebote des öffentlichen Verkehrs können nicht in jedem Fall die alltäglichen Mobilitätsbedürfnisse befriedigen. Die Elektromobilität wird von Industrie, Regierungen und auch potenziellen Nutzern als chancenreiche Alternative gesehen, um fossile Brennstoffe im Verkehrssektor langfristig abzulösen. Allerdings zeigt sich mehr und mehr, dass deren kurzfristige, flächendeckende Einführung nur mit einer Integration in den öffentlichen Verkehr (ÖV) gelingen kann. Niedrige Reichweiten, lange Ladedauern sowie hohe Anschaffungskosten der Fahrzeuge erfordern derart neue Mobilitätskonzepte. Vor diesem Hintergrund gewinnen Miet- und Sharing- Modelle v.a. in größeren Städten an Bedeutung. Sie sichern automobile Mobilität, ohne dass Nutzer dazu einen eigenen Pkw anschaffen oder auch dann Kosten tragen müssen, wenn sie ihn gar nicht nutzen. Deshalb soll der Betrieb einer elektromobilen Fahrzeugflotte zur spontanen Nutzung im Saarland aufgenommen werden. Verschiedene Formen des Flottenbetriebs (z.B. standortgebundenes Carsharing, Spontanmiete, Pendlerflotte) sollen auf ihre Praxistauglichkeit getestet werden. Zielsetzung des saarländischen Ministeriums für Umwelt, Energie und Verkehr ist die technische und wirtschaftliche Einbindung von Elektrofahrzeugflotten in den ÖV unter Einsatz moderner Informations- und Kommunikationstechnologie. Dabei geht es einerseits um die Schaffung einer effizienten Energie- und Elektromobilitätsinfrastruktur unter vollständiger Nutzung regionaler regenerativer Energien, andererseits um Organisation und Betrieb mittels marktwirtschaftlicher Steuerungsmechanismen. Die Integrationsansätze orientieren sich konsequent an privaten und gewerblichen Nutzerinteressen und den Anforderungen der Stadtverträglichkeit. Damit soll die Voraussetzung zur Realisierung eines innovativen und leistungsstarken, effizient ergänzten öffentlichen Verkehrssystems geschaffen werden. / Within the context of climate change, transport can be a dilemma. On the one hand, the transport sector is one of the main sources of CO2 emissions, with motorised private transport being responsible for the largest share. On the other hand, to many users the car as a mode of transport is irreplaceable. Using cars has become more and more expensive in recent years, while slow rush hour traffic and the spatial expansion of priced parking have aggravated the situation for car drivers rather than tied them to more sustainable transport modes. Inflexible structures of classic public transport have not been able to accommodate certain transport needs. Therefore, industry, government and potential users alike rest their hopes for a sustainable transport sector on electric mobility (electric cars, motor-cycles, scooters and bikes). At the moment, however, it is becoming increasingly clear that a wide-spread use of electric cars can only succeed in combination with public transport. Low ranges, long loading times and high prices of electric cars need a new kind of mobility. This explains why rental and sharing schemes are gaining popularity, particularly in larger cities: They preserve automobile mobility while avoiding the costs of buying and keeping a car. That is why the Saarland, one of the westernmost German Länder, will integrate a number of electric cars into its public transport system. Different kinds of integration (e.g. carsharing stations, spontaneous use and use for commuters) will be tested as to their usability in everyday practice. Modern information and communications technologies will assist with fully integrating electric vehicles into public transport, i.e. technically as well as economically. The project is headed by the Saarlandian Ministry for the Environment, Energy and Transport, whose aims are twofold: First, to create an efficient infrastructure for electric vehicles based on regional renewable energies. And second, to integrate market mechanisms into the project. Therefore, the rental system will be based on efficiency, customer demand and criteria for a sustainable integration of the vehicles into cities. This will pave the way for an innovative, convenient, efficient and multi-modal public transport system.

[ES] Resumen Casi la mitad de la población mundial no tiene acceso a energías como la electricidad o el gas y tienen que utilizar forzosamente biomasa para cocinar, principalmente leña y carbón. Lo que en países desarrollados parece un lujo, en otros muchos es una obligación, ya que no hay otra alternativa. Con un pequeño ahorro en el combustible que utilizan estas estufas de los países sin acceso a otro tipo de energía, el resultado global es extraordinario. En el caso de la República Democrática del Congo más del 80% de la población realiza sus actividades culinarias utilizando biomasa sólida (leña, carbón vegetal, etc.) Para cocinar en las zonas rurales y los extrarradios de las grandes ciudades se utiliza la tradicional estufa de tres piedras TCS-3P y en las zonas urbanas la tradicional estufa de carbón vegetal TCS-C. La principal desventaja de esta práctica es una combustión de baja eficiencia energética, con la consecuencia directa de un consumo excesivo de materias primas como carbón y leña y la correspondiente deforestación. Estos equipos de cocina tradicionales emiten muchos contaminantes perjudiciales para la salud (CO y PM), así como y emisiones que contribuyen al calentamiento global y al cambio climático (CO2 y BC). En este trabajo proponemos modelos para mejorar la eficiencia energética utilizando el modelo tradicional como punto de partida, tal como lo utiliza la comunidad local. Para las poblaciones que viven en condiciones muy críticas y precarias, se han propuesto "insertos de cerámica" que pueden fabricarse y añadirse a las estufas que utilizan en la actualidad. Estos insertos pueden actuar sobre el rendimiento con mejoras del 15%. Se ha propuesto y analizado una segunda mejora basada en la combustión natural de la estufa de carbón ICS-C. El modelo más prometedor es la estufa que utiliza el principio de micro gasificación de la biomasa. Se han diseñado dos modelos de esta estufa, el modelo ICS-G1 con un solo reactor de combustión y el modelo ICS-G2 con dos reactores de combustión, y se han realizado análisis de sostenibilidad con aplicación directa a las comunidades locales. El modelo de micro gasificación propuesto funciona con un suministro de aire forzado con una gran flexibilidad de variación de la potencia de fuego según el tipo de comida a cocinar. El sistema de suministro de aire es provisto por un pequeño motor alimentado por energía solar con autonomía proporcionada por una pequeña batería de litio recargable. Los modelos de gasificación muestran importantes ventajas en comparación con el sistema tradicional, mejor eficiencia energética, al necesitar menos de la mitad de leña que con la tradicional, reducciones drásticas de las emisiones contaminantes y atmosféricas, con un ahorro de emisiones de CO2 en la ciudad de Kinshasa estimadas en 3405 kton/año y una reducción de casi la mitad del tiempo dedicado a la preparación de alimentos. Estas estufas pueden utilizar todo tipo de combustibles sólidos, además del carbón, se realizaron ensayos con combustibles alternativos que provienen de residuos agrícolas (BSW3) de esta forma se limita la presión ejercida sobre los bosques debido al uso de leña para cocinar. Los métodos de prueba utilizados son la prueba de ebullición del agua y la prueba de cocción controlada, con esta última se realiza una preparación de alimentos en un ambiente controlado. Los resultados de estas mejoras se han aplicado a casos reales en Kinshasa y Bandundu. / [CA] Quasi la meitat de la població mundial no té accés a energies com l'electricitat o el gas i han d'utilitzar forçosament biomassa per a cuinar, principalment llenya i carbó. El que en països desenvolupats sembla un luxe, en molts altres és una obligació, ja que no hi ha una altra alternativa. Amb un xicotet estalvi en el combustible que utilitzen aquestes estufes dels països sense accés a una altra mena d'energia, el resultat global és extraordinari. En el cas de la República Democràtica del Congo més del 80% de la població realitza les seues activitats culinàries utilitzant biomassa sòlida (llenya, carbó vegetal, etc.) Per a cuinar en les zones rurals i els extraradis de les grans ciutats s'utilitza la tradicional estufa de tres pedres (TCS-3P) i en les zones urbanes la tradicional estufa de carbó vegetal (TCS-C). El principal desavantatge d'aquesta pràctica és una combustió de baixa eficiència energètica, amb la conseqüència directa d'un consum excessiu de matèries primeres com a carbó i llenya i la corresponent desforestació. Aquests equips de cuina tradicionals emeten molts contaminants perjudicials per a la salut (CO i PM), així com i emissions que contribueixen al calfament global i al canvi climàtic (CO₂ i BC). En aquest treball proposem models per a millorar l'eficiència energètica utilitzant el model tradicional com a punt de partida, tal com ho utilitza la comunitat local. Per a les poblacions que viuen en condicions molt crítiques i precàries, s'han proposat "inserits de ceràmica" que poden fabricar-se i afegir-se a les estufes que utilitzen en l'actualitat. Aquests inserits poden actuar sobre el rendiment amb millores del 15%. S'ha proposat i analitzat una segona millora basada en la combustió natural de l'estufa de carbó ICS-C. El model més prometedor és l'estufa que utilitza el principi de micro gasificació de la biomassa. S'han dissenyat dos models d'aquesta estufa, el model (ICS-G1) amb un sol reactor de combustió i el model (ICS-G2) amb dos reactors de combustió, i s'han realitzat anàlisi de sostenibilitat amb aplicació directa a les comunitats locals. El model de micro gasificació proposat funciona amb un subministrament d'aire forçat amb una gran flexibilitat de variació de la potència de foc segons la mena de menjar a cuinar. El sistema de subministrament d'aire és proveït per un xicotet motor alimentat per energia solar amb autonomia proporcionada per una xicoteta bateria de liti recarregable. Els models de gasificació mostren importants avantatges en comparació amb el sistema tradicional, millor eficiència energètica, en necessitar menys de la meitat de llenya que amb la tradicional, reduccions dràstiques de les emissions contaminants i atmosfèriques, amb un estalvi d'emissions de CO₂ a la ciutat de Kinshasa estimades en 3405 kton/any i una reducció de quasi la meitat del temps dedicat a la preparació d'aliments. Aquestes estufes poden utilitzar tot tipus de combustibles sòlids, a més del carbó, es van realitzar assajos amb combustibles alternatius que provenen de residus agrícoles (BSW3) d'aquesta forma es limita la pressió exercida sobre els boscos a causa de l'ús de llenya per a cuinar. Els mètodes de prova utilitzats són la prova d'ebullició de l'aigua i la prova de cocció controlada, amb aquesta última es realitza una preparació d'aliments en un ambient controlat. Els resultats d'aquestes millores s'han aplicat a casos reals a Kinshasa i Bandundu. / [EN] Abstract Almost half of the world's population does not have access to energy such as electricity or gas and they have to use biomass for cooking, mainly firewood and charcoal. What in developed countries seems a luxury, in many others is an obligation, since there is no other alternative. With a small saving in the fuel used by these stoves in countries without access to other types of energy, the overall result is extraordinary. In the case of the Democratic Republic of the Congo, more than 80% of the population carries out their culinary activities using solid biomass (firewood, charcoal, etc.). The traditional stove is used to cook in rural areas and on the outskirts of large cities. three-stone TCS-3P and in urban areas the traditional TCS-C charcoal stove. The main disadvantage of this practice is low energy efficiency combustion, with the direct consequence of excessive consumption of raw materials such as coal and firewood and the corresponding deforestation. These traditional kitchen equipment emits many harmful pollutants for health (CO and PM), as well as emissions that contribute to global warming and climate change (CO2 and BC). In this work we propose models to improve energy efficiency using the traditional model as a starting point, as used by the local community. For populations living in very critical and precarious conditions, "ceramic inserts" have been proposed that can be manufactured and added to the stoves they use today. These inserts can act on performance with improvements of 15%. A second improvement based on the natural combustion of the ICS-C coal stove has been proposed and analyzed. The most promising model is the stove that uses the principle of microgasification of biomass. Two models of this stove have been designed, the ICS-G1 model with a single combustion reactor and the ICS-G2 model with two combustion reactors, and sustainability analyzes have been carried out with direct application to local communities. The proposed micro gasification model works with a forced air supply with great flexibility of variation of the fire power according to the type of food to be cooked. The air supply system is provided by a small motor powered by solar energy with autonomy provided by a small rechargeable lithium battery. The gasification models show important advantages compared to the traditional system, better energy efficiency, since it requires less than half as much firewood than with the traditional system, drastic reductions in pollutant and atmospheric emissions, with savings in CO2 emissions in the city of Kinshasa estimated at 3405 kton / year and a reduction of almost half the time spent on food preparation. These stoves can use all types of solid fuels, in addition to coal, tests were carried out with alternative fuels that come from agricultural residues (BSW3) in this way the pressure exerted on the forests due to the use of firewood for cooking is limited. The test methods used are the water boiling test and the controlled cooking test, with the latter a food preparation is performed in a controlled environment. The results of these improvements have been applied to real cases in Kinshasa and Bandundu. / Mulumba Ilunga, Ó. (2021). Estudio de la optimización de estufas de cocción tradicionales empleadas en países en desarrollo utilizando biomasa leña gasificada (aplicado a la R.D.Congo) [Tesis doctoral]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/163655 / TESIS

This thesis presents a first real world case-study of road transport operations that use the COVER format, in which the driver and the vehicle are regarded as separate entities. This format enables a complex representation of the transport operation that potentially better describe reality compared to the conventional representation used in today’s certification tools. The representation of operations treated in this thesis is called Operating Cycles and has been used to fully describe three representative transport missions from a case-study truck. Stochastically generated operating cycles have been used to create a large data set and thus prevent overfitting of specific cycles. The Operating Cycle-representation allowed for fair comparison between vehicle designs and ultimately manifested a vehicle composition that reduced the fuel consumption by nearly 10% for the same kind of transport operations.

With the urgency of cutting down CO2 emissions to reach climate neutrality by 2050, decarbonization of the steel industry is on the European Commission's agenda. Steelmaking accounts for 10 % of anthropogenic CO2 emissions and it is one of the most challenging sectors to decarbonize. A solution that could support this progressive shift is to put more trust into the electric arc furnace (EAF) process, which relies on steel scrap as the main feedstock, but currently it is only responsible for 40% of the EU steelmaking. The almost remaining percentage is taken by the blast furnace route. Multiple European blast furnaces are currently closing due to low demands, high competition on imports and extremely high energy prices for production due to the Russian invasion of Ukraine situation. This particular moment could the proper time for increasing the employment of the EAF process. Moreover, the latter could help to improve resource efficiency and circularity of steel scrap thanks to the usage of higher shares of it, creating a “closed loop” for the steel industry. The reality of using more steel scrap is not actually very far from where we are, however, this will not be easy to reach. In fact, to ensure that the steel scrap is recycled "infinite" times it must contain very low quantities of impurities, such as copper (Cu}, tin (Sn) and lead (Pb}. Most of the times, this does not happen. Thus scrap is diluted with virgin iron to disperse those unwanted elements. This practice leads to a gradual decline of steel scrap quality, which is not in accordance with what it has just stated above. To worsen this situation even more, forecast is predicting increasing quantities of Cu that will accumulate into the steel scrap streams, due to the expected rising electric vehicles production. The aim of the following thesis work is to set a model to design a potential sorting solution to provide a higher copper (the most annoying cause of concern) removal rate in steel scrap, considering the economic and environmental implications of its implementation in the industry. Nonetheless, the presence of even lead and tin will also be taken into account. Results showcases that it is possible to get better impurities removal compared to what it has been done in many EU steel scrapyards, with ballistic separation as an additional refining separation step. Moreover, it is also an economically convenient and easy implementable solution that would assure higher quality steel scrap downstream of the process and that would also bring substantial economic and environmental benefits. / Med det brådskande att minska CO2-utsläppen för att nå klimatneutralitet till 2050, står avkarbonisering av stålindustrin på EU-kommissionens agenda. Ståltillverkning står för 10 % av antropogena koldioxidutsläpp och det är en av de mest utmanande sektorerna att ta bort koldioxid. En lösning som skulle kunna stödja denna progressiva förändring är att sätta mer förtroende till den elektriska ljusbågsugnsprocessen (EAF), som är beroende av stålskrot som huvudråvara, men för närvarande är den bara ansvarig för 40 % av ståltillverkningen i EU. Den nästan återstående andelen tas av masugnsvägen. Flera europeiska masugnar stängs för närvarande på grund av låga krav, hög konkurrens på import och extremt höga energipriser för produktion på grund av den ryska invasionen av Ukraina. Just detta ögonblickkan vara fördelaktigt för att öka sysselsättningen av EAF-processen. Dessutom skulle det senare kunna bidra till att förbättra resurseffektiviteten och cirkulariteten för stålskrot tack vare användningen av högre andelar av det, vilket skapar en "sluten slinga" för stålindustrin. Verkligheten med att använda mer stålskrot är faktiskt inte särskilt långt ifrån där vi är, men detta kommer inte att vara lätt att nå. Faktum är att för att säkerställa att stålskrotet återvinns "oändliga" gånger måste det innehålla mycket små mängder föroreningar, såsom koppar (Cu), tenn (Sn) och bly (Pb). Oftast händer detta inte. Således späds skrot med jungfruligt järn för att skingra dessa oönskade element. Denna praxis leder till en gradvis försämring av stålskrotskvaliteten, vilket inte är i enlighet med vad den nyss har angett ovan. För att förvärra denna situation ännu mer, förutspår prognosen ökande mängder Cu som kommer att ackumuleras i stålskrotströmmarna, på grund av den förväntade ökande produktionen av elfordon. Syftet med följande examensarbete är att sätta en modell för att designa en potentiell sorteringslösning för att ge en högre kopparavskiljningshastighet (den mest irriterande orsaken till oro) i stålskrot, med tanke på de ekonomiska och miljömässiga konsekvenserna av dess implementering i industrin. Icke desto mindre kommer förekomsten av jämnt bly och tenn också att beaktas. Resultaten visar att det är möjligt att få bättre bortförsel av föroreningar jämfört med vad man har gjort på många stålskrotvarv i EU, med ballistisk separering som ett extra raffineringssteg. Dessutom är det också en ekonomiskt bekväm och lätt implementerbar lösning som skulle säkerställa högre kvalitet stålskrot nedströms om processen och som också skulle ge betydande ekonomiska och miljömässiga fördelar.

The construction- and real estate industry can be held accountable for major pollution and is responsible for 20% of the total emissions of greenhouse gasses in Sweden. To reduce their emissions and contribute to a sustainable future, actors in the industry work effectively to transition from a linear economy to a circular one. This includes the circularity of construction materials used in buildings and facilities. Reuse of construction materials is becoming more common and is discussed throughout the industry as an effective way of decreasing waste and CO2 emissions from the industry. However, the industry has been facing difficulties implementing new and effective ways to reuse construction materials. In this study, obstacles to implementing reuse as well as development opportunities have been evaluated. The study aims to identify the main obstacles for an upscaled reuse, their causes and effects as well as give suggestions on development opportunities to facilitate the reuse of construction materials. Primarily, a literature review was conducted to create an understanding of reuse today and to identify the main obstacles and development opportunities as well as creating a basis for the qualitative research. Thereafter, empirical data was collected through semi-structured interviews with different actors and specialists within reuse. Finally, the collected data from the literature review and the interviews was divided into key areas and compared, resulting in a list of main obstacles and suggestions for development opportunities for each key area. The ten barriers that were found are (1) Habits and Attitudes, (2) Knowledge and Lack of a Holistic Approach, (3) Tools and Systems, (4) Cost, Revenue and Time, (5) Supply and Demand, (6) Logistics, (7) Lack of Sustainability Procurements and Incentives, (8) Laws and Regulations, (9) Quality Assurance and (10) Technical Obstacles. The results reveal that many of the obstacles and development opportunities identified in the literature study align with the respondents’ answers in the qualitative study. Furthermore, a reuse potential is identified, but it requires internal as well as external adjustments within the construction and real estate industry. Examples of these external adjustments is increased flexibility in the laws and regulations set by external authorities and putting more demands on contractors and subcontractors to adapt their work procedures according to circularity. Recommendations gathered for construction and real estate companies are to set general guidelines and goals for reuse within the organization. Furthermore, actors within the industry should work on spreading knowledge to initiate circular thoughts from the start of a project. They should also create awareness of the value of reusing and disseminate knowledge about reuse within the organization, to partners in the industry and to the end customers. To facilitate future reuse implementation, companies should work on designing for disassembly (DfD) and use more standardized and general measures when designing. Companies should also work on digitalization to create tools and systems that streamline their work and use BIM to predict future supply assets and store information about construction materials. / Bygg- och fastighetsbranschen ansvarar för en stor andel föroreningar och står idag för 20% av det totala utsläppet av växthusgaser i Sverige. För att minska på sitt utsläpp och bidra till en hållbar framtid arbetar aktörer i branschen effektivt med övergå från en linjär ekonomi till en cirkulär. Detta inkluderar cirkularitet av bygg- och konstruktionsmaterial som används i byggnader och anläggningar. Återbruk av byggmaterial blir allt vanligare och diskuteras ur hela branschen som ett effektivt sätt att minska avfall och CO2-utsläpp från industrin. Branschen har dock upplevt svårigheter att implementera nya och effektiva metoder för återbruk av byggmaterial. I denna studie har såväl hinder som utvecklingsmöjligheter för återbruk av byggmaterial utvärderats. Studien syftar till att identifiera huvudsakliga hinder, deras orsaker och effekter samt ge förslag på utvecklingsmöjligheter för att underlätta återbruk av byggmaterial. I första hand gjordes en litteraturgenomgång för att skapa förståelse för återbruk idag, identifiera de främsta hindren och utvecklings möjligheterna samt skapa en grund för den kvalitativa studien. Därefter samlades empiri in genom semistrukturerade intervjuer med olika aktörer och specialister inom återbruk. Slutligen delades den insamlade datan från litteraturgenomgången liksom intervjuerna in i nyckelområden för att jämföras. Detta resulterade i en lista bestående av huvudsakliga hinder samt förslag på utvecklingsmöjligheter för respektive nyckelområde. De tio barriärerna som hittades är (1) Vanor och Attityder, (2) Brist på Kunskap & ett Gemensamt synsätt , (3) Verktyg & System, (4) Kostnad, Intäkter och Tid, (5) Utbud & Efterfrågan, (6) Logistik, (7) Brist på cirkulära upphandlingar, (8) Lagar och Regler, (9) Kvalitetssäkring och (10) Tekniska Hinder. Resultatet visar att många hinder och utvecklingsmöjligheter som identifierats i litteratstudien överensstämmer med respondenternas svar från den kvalitativa studien. Vidare påvisar resultatet att en återbrukspotential existerar, men detta kräver interna samt externa anpassningar inom byggbranschen. Exempel på externa anpassningar är ökad flexibilitet i lagar och regler som ställs av externa myndigheter och en förhöjd kravsättning på entreprenörer för en anpassning till cirkulärt arbete. Rekommendationer för bygg- och fastighetsbranschen är att sätta allmänna riktlinjer och mål för återanvändning inom organisationen. Vidare bör aktörer inom branschen arbeta med kunskapsspridning för att öka det cirkulära tänkandet redan under projekteringsfasen. De bör även arbeta för att skapa medvetenhet om värdet av att återbruka och sprida kunskap om återbruk inom organisationen, till samarbetspartners i branschen och slutkunder. För att underlätta framtida återbruksimplementering bör företag arbeta med DfD (Design for Disassembly) och använda standardiserade och generella mått vid projektering. Företag bör också arbeta med digitalisering och skapa verktyg och system som effektiviserar arbetet. Likaså är BIM ett hjälpmedel för att förutsäga framtida leveranstillgångar och lagrar information om byggmaterial.

Progressing constraints on green house gas emissions lead to a sustainability trend,which greatly a↵ects the transport sector. Nowadays, companies show increasing interest indeveloping sustainable solutions.This thesis has been started thanks to a project given by Sj¨or¨addningss¨allskapet, themost relevant association that performs sea rescue operations in Swedish waters.Sj¨or¨addningss¨allskapet would like to explore the possibility of making their rescue boat fleetentirely carbon-free, hence more sustainable.What may provide a suitable solution is an electric drive train with hybrid energy storage,composed by a battery pack and a fuel cell stack. The research question is whether it wouldbe feasible to combine fuel cell stacks and battery packs to provide power to a fast smallboat.From a sketch of a rescue boat, the drive train design for such boat is studied in itsintegrity, from the water jet pump to the battery and fuel cell systems.The required power has been calculated empirically, using data from online tests on waterjet boats. Di↵erent tests have been considered, resulting in a mean power curve and a meanconsumption curve and allowing comparison between the hybrid electric drive train withan internal combustion engine drive train.Three profiles of speed, power and consumption have been assumed for the calculation ofthe required energy and hence rate the energy storage system. A design has been proposedin terms of fuel cell capacity and battery capacity.The propulsion unit, composed by the electric machine and water jet, has been studied,focusing on di↵erent electric drive technologies. Few conclusions on both the weight andsustainability requirements are discussed.A sustainability analysis is carried out in terms of CO2 emissions, through a life cycleassessment accounting for the environmental impact of the system during the whole lifecycle, from cradle to grave. / Ökande begränsningar för utsläpp av växthusgaser leder till en hållbarhetsutveckling, vilket påverkar transportsektorn kraftigt. Nuförtiden visar företag ett ökande intresse för att utveckla hållbara lösningar.‌Denna avhandling har startats tack vare ett projekt som ges av Sjöräddningssällskapet, den viktigaste föreningen som utför havsräddningsinsatser i svenska vatten.Sjöräddningssällskapet vill undersöka möjligheten att göra deras räddningsbåtflotta helt emissionfri, och därmed mer hållbar.Det som kan ge en lämplig lösning är ett elektriskt drivsystem med hybrid energilagring, sammansatt av ett batteripaket och en bränslecell-stapel. Forskningsfrågan är om det skulle vara möjligt att kombinera bränslecellstaplar och batteripaket för att driva en snabb liten båt.Från en skiss av en räddningsbåt studeras designen för en sådan båt i dess integritet, från vattenstrålpumpen till batteri och bränslecellsystem.Den erforderliga kraften har beräknats empiriskt med hjälp av data från onlinetest av vattenstrålbåtar. Olika tester har beaktats, vilket resulterar i en genomsnittlig e↵ektkurva och en genomsnittlig förbrukningskurva och möjliggör en jämförelse mellan det hybridelektriska drivsystemet med ett förbränningsmotordrivsystem.Tre profiler av hastighet, e↵ekt och förbrukning har antagits för beräkning av den erforderliga energin och därmed för energilagringssystemet. En design har föreslagits vad gäller bränslecellkapacitet och batterikapacitet.Framdrivningsenheten, sammansatt av den elektriska maskinen och vattenstrålen, har studerats med fokus på olika elektriska drivtekniker. Några slutsatser om både vikten och hållbarhetskraven diskuteras.En hållbarhetsanalys utförs med avseende på koldioxidutsläpp genom en livscykelbedömningsom redovisar systemets miljöpåverkan under hela livscykeln, från vagga till grav.

The EU has set up the target of cutting GHG emissions by at least 55% by 2030 and becoming climateneutral by 2050. Accordingly, the IMO has launched initiatives to reduce CO2 emissions per transportwork by at least 40% by 2030, however the CO2 emissions generated from the ferry operations arecontinuously increasing. Although the research focussing on carbon emission reduction technology isgrowing as well, the emission allocation, the prerequisite for emission measuring and reporting as wellas evaluating emission reduction effects, is still an area that hasn’t been explored in depth especiallyfor the ferry industry. This study explores and evaluates the way of allocating CO2 emissions betweenthe passenger and freight for Ro-Pax ferry. Firstly, the emission allocation methods from differentsectors and modes of transportation have been reviewed, revised and developed into the allocationmethods suitable for Ro-Pax transport. Afterwards, the case study of ferry companies with part or all ofthe routes in the Baltic Sea has been carried out to compare and evaluate the performance of differentemission allocation methods. The study suggests that the weight allocation method has the tendencyto assign large amounts of carbon emissions to the freight, while the passenger accounts for moreemissions when applying area, volume and alternative production methods. Furthermore, the practiceshows that foot passengers could contribute to CO2 emission reduction by choosing ferry travel insteadof the airplane, and the car passengers could generate less CO2 emission by sharing the car withothers. The study provides valuable insights for decision makers, standard setters and ferry companies,and could be the solid groundwork for further research on carbon emission allocation for other transportmodes or deeper exploration of a specific allocation method. / EU har satt upp målet att begränsa ökningen av växthusgasutsläpp till 2030 och IMO har lanseratinitiativ för att leda minskningen av växthusgasutsläpp, men de växthusgasutsläpp som genereras frånfärjetrafiken ökar kontinuerligt. Även om forskningen som fokuserar på teknik och åtgärder för attminska utsläppen av växthusgaser också växer, är utsläppsallokering, grunden för utsläppsminskning,fortfarande ett område som inte har utforskats på djupet, särskilt inte för färjeindustrin. I denna studieundersöks en lämplig metod för att fördela växthusgasutsläpp mellan passagerare och gods för Ro-Pax-färjor. För det första har utsläppsallokeringsmetoder från olika sektorer och transportsätt granskats,reviderats och utvecklats till allokeringsmetoder som är lämpliga för Ro-Pax-transporter. Därefter haren fallstudie av färjerederier med en del av eller alla rutter i Östersjön genomförts för att jämföra ochutvärdera prestandan hos olika utsläppsallokeringsmetoder. Studien visar att viktfördelningsmetodenhar en tendens att tilldela stora mängder koldioxidutsläpp till frakten, medan passagerarna står för merutsläpp när man tillämpar yta, volym och alternativa produktionsmetoder. Dessutom visar praxis attfotpassagerare kan bidra till minskade växthusgasutsläpp genom att välja färja istället för flygplan, ochbilpassagerare kan generera mindre växthusgasutsläpp genom att dela bilen med andra. Studien gervärdefulla insikter för beslutsfattare, standardsättare och färjerederier, och kan utgöra en solid grundför vidare forskning om fördelning av växthusgasutsläpp för andra transportsätt eller djupare utforskningav en specifik fördelningsmetod.

<p>  </p> <p>With rising concerns over commercial aviation’s contribution to global carbon emissions, there exists a tremendous pressure on the aviation industry to find advanced technological solutions to reduce its share of CO2 emissions. Single-aisle (or narrowbody) aircraft are the biggest contributors to CO2 emissions by number of operations, insisting a need to reduce / eliminate their aircraft-level fuel consumption as soon as possible. A potential solution for this is to operate fully-electric single-aisle aircraft; however, the limitations of the current (and predicted future) battery technology is forcing the industry to explore hybrid-electric aircraft as a possible mid-term solution.</p> <p>Modeling hybrid-electric aircraft comes with its own challenges due to the presence of two different propulsion sources – gas turbine engines (powered by Jet-A fuel) and electric motors (powered by batteries). Since traditional sizing approaches and legacy sizing tools do not seem to work well for hybrid-electric aircraft, this work presents a “flight-mechanics-based” conceptual sizing tool for hybrid-electric aircraft, set up as a Multidisciplinary Design Optimization (MDO) toolbox. Some of the key features of the sizing tool include concurrently sizing the electric motors and downsizing the gas turbine engines while meeting the one-engine-inoperative (OEI) and top-of-climb constraints, and re-sizing the fuselage to account for the volumetric constraints associated with required batteries.</p> <p>Current work considers a parallel hybrid-electric single-aisle aircraft with a 900 nmi design range, with electric power augmentation (with electric motors operating at full throttle) available only for the takeoff and climb segments when sizing the aircraft. Four hybrid-electric propulsion technology cases are considered, and the resulting hybrid-electric aircraft show 15.0% to 22.5% reduction in fuel burn compared to a Boeing 737-800 aircraft.</p> <p>Another challenge with modeling hybrid-electric aircraft is determining their off-design performance characteristics (considering a different payload or mission range, or both). This work presents an energy management tool – set up as a nonlinear programming optimization problem – to minimize the fuel burn for a payload-range combination by identifying the optimal combination of throttle settings for the gas turbine engines and the electric motors during takeoff, climb, and cruise, along with identifying an optimal flight path. The energy management tool enables fuel savings of at least of 2%, with actual savings ranging from 142.1 lbs to 276.1 lbs per trip for a sample route (LGA–ORD) at a 80% load factor.</p> <p>Although the hybrid-electric aircraft sizing and performance analysis studies show encouraging results about the potential reduction in carbon emissions at an aircraft level, the future fleet-level carbon emissions are not expected to reduce proportionally to these aircraft level emission reductions. This work predicts the fleet-level environmental impacts of future single-aisle parallel hybrid-electric aircraft by modeling the behavior of a profit-seeking airline (with a mixture of conventional all Jet-A fuel burning and hybrid electric aircraft in its fleet) using the Fleet-Level Environmental Evaluation Tool (FLEET). FLEET’s model-based predictions rely upon historically-based information about US-touching airline routes and passenger demand served by US flag-carrier airlines from the Bureau of Transportation Statistics to initiate model-based predictions of future demand, aircraft fleet mix, and aircraft operations. Using the aircraft performance coefficients from the energy management tool to represent the behavior of a single-aisle parallel hybrid-electric aircraft, the FLEET simulation predicts the changes in the fleet-wide carbon emissions due to the introduction of this new aircraft in an airline fleet in the year 2035. By 2055, FLEET results predict that the fleet-wide CO2 emissions with hybrid-electric aircraft in the fleet mix are at least 1.2% lower than the fleet-wide CO2 emissions of a conventional (all Jet-A fuel burning) aircraft-only airline. The rather limited reduction in emissions is an attribute of the reduced range capability and higher operating cost of the hybrid-electric aircraft (relative to a conventional aircraft of similar size). This causes the airline to change the usage, acquisition and retirement of its conventional aircraft when hybrid-electric aircraft are available; this is most notable to serve passenger demand on certain predominantly single-aisle service routes that cannot be flown by the future single-aisle hybrid-electric aircraft. </p>

本文主旨在於透過國內消費重新估算臺灣二氧化碳排放量。蓋全球各區域二氧化碳排放量的變動，透過貿易分工而移轉，若只用一國國內生產面估算二氧化碳的排放量，將忽略了各國實際消費的二氧化碳排放量，並使《京都議定書》防止全球暖化的原意大打折扣。因為已開發國家為了達到氣體減量政策的目標，可將二氧化碳排放密集的產業遷移至低度開發國家，溫室氣體的排放只是由締約國轉移到非締約國而已。反之，若以消費面二氧化碳排放量作為二氧化碳減量之依據，則能更有效地提供減量誘因，促進減量技術之發展或誘導節約用能與需求消費。爰此，本文先以透過產業關聯模型調整消費面的臺灣二氧化碳排放量估算值，並以排放減量的觀點分析產業部門之進出口來源國，最後透過多目標規劃模型，進行二氧化碳減量之政策分析，並提出產業發展建議。 / This paper aims at estimating the CO2 emissions of Taiwan from the perspective of domestic consumption side. Since the developed countries would achieve the emission reduction goal by transferring their emission-intensive industries form their lands to the developing countries, we would neglect the true CO2 emissions of nations if we only estimate their CO2 emissions from the perspective of domestic production side, therefore reduce the significance of the Kyoto Protocol, which aims at reducing emissions. On the contrary, If we estimate the CO2 emissions of nations through the consumption side, we can provide the incentives for emission reduction more effectively, prompting the development of the technology of emission reduction or inducing consumers to conserve the use of energy. Consequently, this paper first estimates the CO2 emissions of Taiwan from the perspective of domestic consumption side through an input-output model, then estimates the import and export emissions of industry sectors, finally it analyzes the policies for CO2 emission reduction by a multi-objective programming model and provides suggestions for the development of industries.