There is a growing recognition of the role that walking and cycling can make in reducing traffic congestion and air pollution whilst also contributing to improved personal health and wellbeing. While studies suggest that infrastructure is required to promote walking and cycling, there is a lack of evidence at the micro level on how interventions aimed at improving connectivity for walking and cycling influence travel behaviour and whether they promote a modal shift away from short car journeys. The aim of this study was to investigate the extent to which the implementation of a high quality traffic free route, delivered by a recent programme targeted at everyday walking and cycling in the UK - the Sustrans Connect2 Programme - influenced individuals' day-to-day travel decisions, changed the spatial and temporal nature of their journeys and impacted on overall carbon emissions from motorised travel. To achieve this aim an in-depth longitudinal panel study of a community of residents living next to a totemic Connect2 scheme in Penarth, Cardiff, was conducted. A panel of purposively selected participants (N=50) were interviewed and asked to record their travel behaviour using personal GPS devices and travel diaries over two seasonally matching 7-day time periods in 2011 and 2012. This novel GPS based mixed-method approach provided a detailed account of participants' travel behaviour in the local area (n=2664 journeys) and a comprehensive understanding of how, why and for whom the Connect2 intervention was likely to influence travel behaviour and the longevity of effects. The findings revealed that participants used the new Connect2 scheme regularly during the period of the study (36% in 2011; 26% in 2012); however, the new scheme was likely to have a greater impact for recreational journeys rather than for everyday travel. Spatial data provided new insights into the complexities of walking behaviour and factors influencing cycling for everyday travel or recreation, including route choice decisions, destinations where activities were conducted and the role of the new Connect2 infrastructure in supporting this. Further findings support the potential of active travel in replacing short car trips (20%) and its impact on carbon emissions from personal travel (4.9% among the study sample). However, results suggest that the new Connect2 scheme alone was unlikely to promote a significant change in travel behaviour and carbon emissions from (displaced) car journeys. The study contributes to the debate on the effectiveness of interventions targeted at promoting walking and cycling and the importance of wider infrastructural improvements that may be required to encourage their wider uptake. The combination of methods for data collection developed and employed in this study also helps to inform future travel behaviour research.

Responsible for one in eight tonnes of national CO₂ emissions, the passenger car sector is pivotal to delivering on UK climate change commitments to avoiding warming of more than 2°C. This thesis provides a clear and quantitative framing of emissions reduction at the sectoral level, by disaggregating global cumulative emissions budgets and pathways associated with a range of probabilities of exceeding 2°C. The relatively low level of abatement currently planned for the UK car sector, it is argued, needs to be significantly increased for the following reasons: (i) a scientific basis in cumulative emissions for sectoral mitigation makes carbon budgets, rather than end point targets (e.g. 2050), of the first importance; (ii) the currently high probability (63%) of exceeding 2°C underpinning the current UK carbon budgets is inconsistent with the UK government’s commitment to avoiding ‘dangerous climate change’; (iii) short-term emissions growth in industrialising countries considerably reduces remaining emissions space for industrialised countries; (iv) very limited scope exists for any large sector to cut emissions by less than the national mean rate of decarbonisation at higher rates of mitigation (around 10% p.a. by the 2020s). The consequences for emissions space in other sectors if international aviation and shipping mitigate less than the mean are quantified. For UK car sector emissions to remain consistent with a low probability of exceeding 2°C while observing these limitations, this analysis finds that planned sectoral mitigation over the coming decade needs to be increased fourfold. Means to address this expected abatement shortfall using readily available technology are investigated using a fleet emissions model to compare the effect on cumulative emissions of changes in a range of fleet parameters (including mean new car bulk emissions factors, vehicle age-proportionate annual distance travelled, and rates of fleet growth and turnover). Pushing existing car technology to the limit of expected short term efficiency gains is found to be insufficient to deliver a pathway with better than 56% probability of exceeding 2°C. Without reduction in aggregate demand for vehicle kilometres in the short term, lower probabilities of 2°C are placed beyond reach. The possibility of rapid step changes in levels of per capita car use is explored in qualitative interviews using narrative storyline scenarios. A range of coercive and voluntary interventions is considered in relation to their potential to overcome the structural and behavioural constraints to rapid transformation of personal travel.

Thesis (Ph. D. (Accounting)) -- University of Limpopo, 2017. / This research examined the effect of carbon emissions reduction on financial performance Johannesburg Stock Exchange’s SRI companies. Empirical results of corporate fossil energy-based dependence on environment and economic performance thus far have been ambiguous. The major objective of this research was to examine the effect of emissions and energy intensity on market and accounting based performance measures. This research adopted the positivist paradigm approach and therefore used a quantitative causal research approach. Archival data was collected from fourteen JSE’s SRI companies for seven years. The research applied a panel data analysis, a total of 98 observations were derived from panel data set. Multiple linear and causal econometric models were applied in the data analyses namely ordinary least squares (OLS), fixed effects and dynamic models. OLS results showed a significant effect of energy usage intensity (ENGINT) on return on assets (ROA), and return on sales (ROS), with carbon emissions intensity (EMSINT) exhibiting a significant effect on return on assets (ROA), and return on sales (ROS). When the study controlled for omitted variable bias and possible orthogonality condition, a significant negative effect of energy intensity (ENGINT) on equity returns (EQRTNS) was found. Impulse response analysis revealed that shocks in energy intensity on average tend to decrease firms’ financial value, while shocks in emissions intensity on average increase firms’ financial value within the sampled companies. Whilst testing for causality, the Panel Granger causal analysis showed unidirectional effect of EMSINT on EQRTNS, and bidirectional causal relationship between EMSINT and MVE/S at 1% significant level. This research made a contribution by extending the model used by previous researchers through the use of multiple market and accounting based performance measures which were analysed using advanced econometric models: Arellano-Bond DPD model, impulse response function in short PVARs and Bootstrap dynamic panel threshold model. In addition, this thesis suggested a model to advance future research on carbon emissions and firm performance and managerial decision propensity for carbon reduction. / Carbon Disclosure Project and School of Accountancy of the University of Limpopo

Reducing CO2 emission in air transport is the main theme of this master´s thesis. As the public interest in aviation and climate change is world´s growing it could be consider as a hot topic. As a response to public interest was the creation of contracts, standards and limits of carbon dioxide emissions. The master´s thesis is divided into several parts. The first is mapping of global air traffic and carbon dioxide emissions. The second part deals with European approach to solving problems of reducing CO2 emissions follows by description of ICAO Aeroplane CO2 emissions standard. The part of the thesis is the overview of the use of biofuels in aviation and their price. The conclusion summarizes all knowledge learned while working on this thesis.

La micro-cogénération désigne la production simultanée de deux énergies finales et utilisables à partir d’une seule source d’énergie primaire. Le cas le plus fréquent est la production de la chaleur et de l’électricité. En France, la micro-cogénération concerne les petites puissances (< 36 kWel). Son intérêt réside dans des rendements globaux supérieurs à ceux obtenus dans le cas d’une production séparée équivalente d’électricité et de chaleur. Dans le cas d’une micro-cogénération biomasse, la chaleur est fournie par une chaudière biomasse qui est couplée à un cogénérateur via un échangeur de chaleur gaz – gaz. À cette échelle de puissance, les moteurs à combustion externe ou moteurs à air chaud sont les plus indiqués comme cogénérateur. L’objet de cette thèse est de caractériser et de modéliser une unité de micro-cogénération biomasse qui se compose d’une chaudière domestique à pellets de puissance 30 kWth, d’un moteur à air chaud de type Ericsson et d’un échangeur air–gaz brûlés inséré dans la chambre de combustion de la chaudière. Des modèles dynamiques 0D de la chaudière biomasse et de l’échangeur de chaleur air – gaz brûlés sont développés pour simuler les phases transitoires et représenter l’évolution des variables du système au cours du temps. Les modèles 0D dynamiques ont été validés par des mesures expérimentales. Ils sont capables d'évaluer les performances énergétiques et les pertes de puissance et de quantifier les transferts thermiques entre les fluides de travail (eau et air), les gaz brûlés et les parois en différentes zones au sein du système considéré (chaudière ou échangeur de chaleur air – gaz brûlés). Une post-combustion a été réalisée en injectant de l’air secondaire à différents débits, chauffé à différentes températures dans la partie haute de la chambre de combustion de la chaudière. Des mesures des émissions polluantes au niveau de la cheminée de la chaudière ont été réalisées afin d’examiner l’influence de la post-combustion. Les principaux composants mesurés sont : le dioxyde de carbone, l’oxygène, le monoxyde de carbone et les oxydes d’azote. / Micro-cogeneration refers to the simultaneous production of two final and usable energies from a single primary energy source. The most common case is the production of heat and electricity. In France, micro-cogeneration concerns small powers (< 36 kWel). Its interest lies in higher efficiencies than those obtained in the case of an equivalent separate production of electricity and heat. In the case of biomass micro-CHP system, the heat is supplied by a biomass boiler that is coupled to a cogenerator via a heat exchanger. For this power, external combustion engines or hot air engines are the most suitable. In the case of The purpose of this PhD thesis work is to characterize and model a biomass micro-CHP unit, with a biomass boiler (30 kWth), an Ericsson engine and an air-flue gas heat exchanger inserted inside the combustion chamber of the boiler. Dynamic models 0D of the biomass boiler and the air-flue gas heat exchanger are developed to simulate the transient phases and to represent the evolution of the variables as a time function. Dynamic 0D models have been validated by experimental measurements. They evaluate the energy performances and power losses and quantify heat transfer between working fluids (water and air), flue gases and walls in different zones in the considered system (boiler or air-flue gas heat exchanger). A post-combustion is investigated by injecting secondary air at different flow rates and different temperatures in the upper part of the boiler combustion chamber. Experimental measurements of pollutant emissions in the boiler chimney are performed to examine the post-combustion influence. The main pollutants measured are: carbon dioxide, oxygen, carbon monoxide and nitrogen oxides.

The interdisciplinary research project AviClim (Including Aviation in International Protocols for Climate Protection) has explored the feasibility for including aviation’s full climate impact, i.e., both long-lived CO2 and short-lived non-CO2 effects, in international protocols for climate protection and has investigated the economic impacts. Short-lived non-CO2 effects of aviation are NOx emissions, H2O emissions or contrail cirrus, for instance. Four geopolitical scenarios have been designed which differ concerning the level of international support for climate protecting measures. These scenarios have been combined alternatively with an emissions trading scheme on CO2 and non-CO2 species, a climate tax and a NOx emission charge combined with CO2 trading and operational measures (such as lower flight altitudes). Modelling results indicate that a global emissions trading scheme for both CO2 and non-CO2 emissions would be the best solution from an economic and environmental point of view. Costs and impacts on competition could be kept at a relatively moderate level and effects on employment are moderate, too. At the same time, environmental benefits are noticeable.

Sustainability and finance should go hand in hand. A financial system that supports sustainablegrowth is necessary for the transition to a carbon-free society. Environmental, Social andGovernance (ESG) is a sustainability performance measurement used worldwide. Previousresearch within the ESG area has mainly focused on ESG score and financial performance.Environmental performance gets more attention from investors, and the Nordic countries areall in the top five when it comes to sustainability ranking. This research examines the relationbetween sustainability ratings (E score and ESG score) in the Nordic countries as well as if therelation differs between different rating agencies. To study the relationships, a regressionanalysis was performed, and we could not draw any concrete conclusions whether low CO2emissions are associated with a higher E- or ESG score in the Nordic countries. The resultindicates that a high E- or ESG score does not seem to be associated with lower CO2 emissions.A significant result was found on the fact that the E- and ESG scores relation to CO2 aredifferent between rating agencies. However, full access to one of the rating agencies has notbeen granted, which entails some limitations and further research on the questions isrecommended.

No description available.

In context of the forthcoming Corporate Sustainability Reporting Directive, this study examines how scope 3 emissions and the reporting thereof affect the cost of debt. Further, it investigates how scope 1 emissions affect the cost of debt and how the two scopes differ in materiality. As a theoretical foundation, this thesis uses previous research on environmental risk management, carbon risk premium, scope 3 emissions and cost of capital. By collecting a sample of 1710 firm-year observations for publicly listed European companies during the period 2019-2022, this quantitative study utilizes fixed effect regression models to find the relationship between scope 3 emission and cost of debt. No evidence of a relationship between scope 3 emissions and cost of debt is found. When looking at scope 1 emissions, the results show that companies with lower scope 1 emissions are rewarded by creditors with a reduced cost of debt. Regarding reporting of scope 3 emissions, we find no evidence suggesting that scope 3 disclosure lowers the cost of debt.

In order to achieve the reductions in emissions that nowadays our planet urgently needs, the collaboration of citizens is necessary. It is necessary that citizens consume products and services that sustainably reduce indirect emissions, but also it is necessary that citizens reduce their associated direct emissions, through the use that they make of their time. In this Thesis, a study is carried out on the direct carbon emissions produced by UK citizens in 2005. These emissions are those emitted when citizens carry out certain daily activities in their households. Later, a comparison with the results of total emissions that other studies obtained is done, to show the importance of the direct emissions derived by this Thesis. This is done first for an average UK citizen, and then the variations in the time use between men and women in each daily activity are analyzed, as well as age ranges, to examine how these variations affect emissions. A relationship between direct and total emissions is found, as well as a gender role issue and a household labor role issue, which produce variations in emissions produced by women and men, as well as variations in emissions associated with different age ranges. In the discussion, the implications of the results obtained in this Thesis are explored, both individually and collectively within the social and economic structure, as well as certain changes that can be introduced daily to achieve a reduction in the direct carbon emissions. “This document presents results drawn from the Multinational Time Use Study (MTUS), but the interpretation of this data and other views expressed in this text are those of the author. This text does not necessarily represent the views of the MTUS team or any agency which has contributed data to the MTUS archive. The author bears full responsibility for all errors and omissions in the interpretation of the MTUS data.” / För att lyckas uppnå utsläppsminskningar är det nödvändigt att göra förändringar för både indirekta utsläpp, som konsumtion av produkter och service, men också hos de direkta utsläppen. För att minska dessa utsläpp är medborgarna en viktig roll och deras samarbete är nödvändigt. Detta arbete undersöker de direkta koldioxidutsläppen som uppstår i vardagslivet för de brittiska medborgare under år 2005. Resultaten jämförs med tidigare studier som utförts på brittiska medborgare och som analyserar både direkta och indirekta utsläpp. Detta arbete analyserar både utsläppen från en genomsnittsmedborgare i Storbritannien men undersöker även de skillnader som finns mellan kön och olika åldrar. Hur lång tid de olika grupperna spenderar på olika aktiviteter i hemmet skiljer sig åt och även hur mycket arbete de bidrar till i hemmet. Detta har tagits med i beaktning och koldioxidutsläppen från de olika rollerna analyseras. Det var möjligt att dra slutsatser mellan direkta och de totala utsläpp, det var också möjligt att se en variation av utsläpp orsakade av de olika kön och inom olika åldersintervall. I diskussionen genomförs analysen av individuella och kollektiva utsläpp inom den sociala och ekonomiska strukturen. Där förs även en diskussion om vilka förändringar som kan införas i vardagen för att minska koldioxidutsläppen.