Syfte: Företagens miljömässiga ansvar har blivit en allt mer central fråga för företagets intressenter. Tidigare studier som har behandlat relationen mellan Corporate Environmental Performance CEP och Financial Performance FP har resulterat i varierande utfall. Två faktorer som anses påverka denna relation är olikheter mellan branscher och brister i det interna organisationsarbetet. För att få en tydligare bild av relationen mellan CEP och FP behöver forskningen utvecklas för företag som agerar i en ur miljösynpunkt tung bransch. Syftet med studien är att förklara om det finns ett samband mellan CEP och FP i fossila bränsleintensiva företag och se om sambandet är starkare eller svagare om företaget använder en CSR-kommitté. Metod: Studien utgår från en positivistisk forskningsfilosofi med en deduktiv ansats. Studien har en kvantitativ strategi och har formats av en longitudinell design, där sekundärdata har inhämtats för åren 2014-2017 från databasen Thomson Reuters Datastream. Detta har genererat ett urval bestående av 827 publika bolag från hela världen vars data har analyserats i statistikprogrammet SPSS och presenteras i tabeller. Resultat & slutsats: Studiens resultat visar att det finns ett positivt samband mellan miljödimensionen CEP och den finansiella prestationen mätt utifrån både redovisningsmåttet ROE och marknadsmåttet Tobins Q för fossila bränsleintensiva företag. För de fossila bränsleintensiva företagen med en CSR-kommitté visade även resultatet ett starkare samband mellan CEP och FP än för företag utan CSR-kommitté. En jämförelse mellan olika sektorer visade en tydlig variation mellan resultaten, där vissa sektorer hade ett negativt samband mellan CEP och FP. Examensarbetets bidrag: Studien bidrar till den empiriska forskningen och utökar förståelsen för relationen mellan CEP och FP genom att studera fossila bränsleintensiva företag, som är en miljömässigt tung bransch. Studien bidrar även med teoretisk information om huruvida kontinuerligt arbete via CSR-kommittéer påverkar denna relation. Vidare ger studien ett praktiskt bidrag genom att uppmuntra företag att engagera sig i CEP-aktiviteter, istället för uppkomsten av tvingande miljöregleringar, för att nå lönsamhet. Förslag till fortsatt forskning: Ett förslag till fortsatt forskning är att gå djupare ner bland fler sektorer för att kunna se skillnader mellan branscher och göra djupare analyser mellan dessa för att få en större förståelse om relationen mellan CEP och FP. Det kan också finnas skillnader mellan företag av olika storlek, därför är ett andra förslag att dela upp och jämföra resultaten mellan stora och små företag. / Aim: The company's environmental responsibility has become an increasingly central issue for the company's stakeholders. Earlier studies that have addressed the relationship between Corporate Environmental Performance CEP and Financial Performance FP have resulted in varying outcomes. Two factors that are considered to affect this relationship are differences between industries and shortcomings in internal organization work. In order to get a clearer picture of the relationship between CEP and FP, research needs to be developed for companies acting in an environmentally heavy industry. The purpose of the study is to explain if there is a connection between CEP and FP in fossil fuel firms and see if the association is stronger or weaker if the company uses a CSR committée. Method: This study is based on a positivistic research philosophy with a deductive approach. The study has a quantitative strategy and has been formed of a longitudinal design, where secondary data has been collected for the years 2014-2017 from the Thomson Reuters Datastream database. This has generated a sample of 827 public companies worldwide whose data has been analyzed in the SPSS statistics program and presented in tables. Result & Conclusions: The result of the study shows that there is a positive correlation between the environmental dimension CEP and the financial performance, measured based on both the accounting measure ROE and the market measure Tobins Q for fossil fuel firms. For the fossil fuel firms with a CSR committée, the result also showed a stronger relationship between CEP and FP than for companies without a CSR committée. A comparison between sectors showed a clear variation between the results, where some sectors had a negative link between CEP and FP. Contribution of the thesis: The study contributes to empirical research and understanding of the relationship between CEP and FP by studying fossil fuel firms, which is an environmentally heavy industry. The study also contributes with theoretical information about whether continuous work through CSR committees affects this relationship. The study also provides a practical contribution by encouraging companies to engage in CEP activities, instead of the emergence of compelling environmental regulations, to achieve profitability. Suggestions for future research: A proposal for further research is to go deeper into more sectors to see differences between industries and to make deeper analyzes between them to gain a better understanding of the relationship between CEP and FP. There may also be differences between companies of different sizes, so a second proposal is to divide and compare the results between large and small companies.

This thesis uses cross-country panel regressions to identify the effects of fossil-fuel subsidies for both oil importers and oil exporters on GDP growth, industry growth, crowding out of government expenditures in education, health, and infrastructure, government debt, carbon dioxide emissions, inequality and poverty. Fossil-fuel subsidies are found to be associated with lower levels of growth and industry growth, less government expenditure on health and education, poorer infrastructure quality, more government debt, and higher rates of carbon dioxide emissions. No relationship is found between fossil fuel subsidies and poverty and inequality. These results confirm the arguments of those that argue that fossil-fuel subsidies should be rationalized. However, removing subsidies is politically challenging. In order to identify strategies for fossil fuel reform, the successful reform efforts of Indonesia and Turkey are examined. These cases are then used to draw lessons for governments undertaking subsidy reform. The key strategies used were to exempt some regions, groups, or fuels from reform, use funds from subsidy removal for social safety nets and other poverty alleviation programs, time the reforms strategically, and communicate clearly to the public the reason for reform and how the funds will be used. These lessons are applied to countries in the developing Middle East and North Africa, including Egypt, Jordan, Syria, Algeria, Tunisia, and Morocco.

This thesis uses cross-country panel regressions to identify the effects of fossil-fuel subsidies for both oil importers and oil exporters on GDP growth, industry growth, crowding out of government expenditures in education, health, and infrastructure, government debt, carbon dioxide emissions, inequality and poverty. Fossil-fuel subsidies are found to be associated with lower levels of growth and industry growth, less government expenditure on health and education, poorer infrastructure quality, more government debt, and higher rates of carbon dioxide emissions. No relationship is found between fossil fuel subsidies and poverty and inequality. These results confirm the arguments of those that argue that fossil-fuel subsidies should be rationalized. However, removing subsidies is politically challenging. In order to identify strategies for fossil fuel reform, the successful reform efforts of Indonesia and Turkey are examined. These cases are then used to draw lessons for governments undertaking subsidy reform. The key strategies used were to exempt some regions, groups, or fuels from reform, use funds from subsidy removal for social safety nets and other poverty alleviation programs, time the reforms strategically, and communicate clearly to the public the reason for reform and how the funds will be used. These lessons are applied to countries in the developing Middle East and North Africa, including Egypt, Jordan, Syria, Algeria, Tunisia, and Morocco.

第22回名古屋大学年代測定総合研究センターシンポジウム平成21(2009)年度報告

第23回名古屋大学年代測定総合研究センターシンポジウム平成22(2010)年度報告

Este trabalho trata da questão da redução de consumo de combustível fóssil em instalações de máquinas de navios. É um tema de grande interesse no momento, devido ao alto custo operacional e à emissão de poluentes decorrentes do processo da combustão desses derivados de petróleo. Apresenta-se, inicialmente o cenário atual e tendências futuras das instalações propulsoras convencionais que usam óleo pesado ou Diesel. Em seguida, são examinadas alternativas propostas para redução de consumo de combustíveis fósseis nos navios, que são enquadradas em três categorias. A primeira delas envolve possíveis melhorias de projeto para redução da demanda de energia. As outras categorias se referem ao emprego de fontes alternativas de energia, que introduzem uma força propulsora adicional, reduzindo o empuxo requerido do hélice, ou uma potência suplementar no eixo propulsor. Em ambos os casos há também uma redução de demanda de potência requerida do motor Diesel. Na seqüência, são apresentados e discutidos fundamentos termodinâmicos, com ênfase nas análises energética e exergética, como ferramentas para avaliação das máquinas dos navios. A análise exergética, diferentemente do enfoque apenas energético, é a ferramenta mais apropriada para tratar as questões ligadas ao meio ambiente, pois a própria definição de exergia está relacionada com o ambiente de referência. Finalmente, utilizando dados de um navio porta contêineres da frota nacional, é exercitado um exemplo de aplicação com as análises termodinâmicas do motor de propulsão; são também avaliadas e simuladas as diversas alternativas de melhorias e novas fontes de energia, que visam a redução de consumo de combustível fóssil. / This work addresses the issue of reduction of fossil fuel use on ship machinery. Presently it is an interesting topic due to high operational cost and the pollution emissions generated by the combustion process. Initially, it is introduced the present scenario and future trends regarding conventional ship machinery that use heavy or diesel fuel oil. In the sequence, the proposed alternatives for reducing the use of fossil fuel on ships are presented and examined. These alternatives are classified into three categories. The first category comprises possible improvements to the design of ships for reduction of total energy demand. The other categories refer to the use of alternative energy sources, that produce and additional force on the ship reducing the required propeller thrust; or a supplementary power added to the propulsion shaft. For both cases there is also a reduction in the power required from the Diesel engine. Afterwards, the pertaining thermodynamics theory is revised and discussed with focus on the energy and exergy analysis as aid tools for evaluation of ship machinery. The energetic analysis, different from the sole energetic focus, is the most applicable tool to be employed for environmental issues as the self definition of exergy relates to an environment reference. Finally, using data from a typical container ship belonging to the national fleet, an application example using the thermodynamic analysis is performed to the propulsion main engine; as well as it is also simulated several alternative conditions for improvements and new energy sources, aiming to the reduction of fossil fuel consumption.

Discourse has the power to organize thought—and therefore, to limit imagination. The purpose of this project is to trace the contours of climate change discourse constructed by transnational fossil fuel corporations, to make visible the ideological barriers it creates to imagining post-capitalist alternatives. It is undertaken in the context of a well-established urgency for global collaboration to halt, mitigate, and adapt to the social, economic, and ecological impacts of climate change, and takes as its point of departure the fundamental link between ecological degradation and the capitalist mode of production (with its accompanying imperatives of accumulation and profit), as well as the necessity of counter-hegemonic praxis to pursuing system-transformative change on the scale required for humanity to negotiate the looming crisis in a just and ecologically viable way. Conceptualizing popular media as a discursive battleground in which the voices of corporations (through the evolving mediums of advertisement) are privileged, I employ critical discourse analysis to explore the framing of climate change messages by five major transnational oil and gas corporations, toward developing an analytical framework for the burgeoning climate change movement grounded at the intersection of global corporate capitalism and ecological degradation. Climate change messages included images, videos, and narratives intended for public consumption which spoke to the source, resolution, and/or future of human-induced and climate-related ecological problems. These were drawn from corporate websites, blogs, Facebook and Twitter feeds, and YouTube channels over the course of 2016. As action research, I have undertaken this project with the explicit aim of empowering climate movements – of which I count myself a part – to imagine alternative futures. To contribute to this aim, I have created a media literacy toolkit that links corporate climate change messages with the interests they represent to make visible the dynamics of power that mobilize those interests. / Graduate

To combat climate change multiple initiatives have been launched to steer the financial market towards a more sustainable and resilient path. For example the Montreal Pledge that have committed over 120 investors to measure and disclose their carbon footprints of their portfolios. ISS-Ethix Climate Solution provides climate change related services to investors. In order to evaluate companies’ sustainability ISS-Ethix Climate Solution estimates companies’ direct and indirect greenhouse gas emissions. To simplify these estimations, the emissions from corporations are divided into three scopes, where scope 1 and 2 cover the emissions from the combustion of fuels used in the company and electricity generation. Scope 3 corresponds to all other emissions generated upstream and downstream the companies’ supply chain. The aim of this study was to help ISS-Ethix Climate Solution to develop a model that estimates the indirect scope-3-emission intensity for companies in the automobile sector, fossil fuel sector and utility sector. The first objective was to examine if the variations within the sectors could be explained and categorized. To carry this out each sector was defined and their emission sources identified. The emissions could be explained and categorized for the automobile sector and fossil fuel sector. However, the emissions for the utility sector could only partly be explained and categorized. The second objective was to examine which parameters and subcategories were relevant for estimating the emissions. Two methods were investigated to carry out the second objective; correlation analysis and the average-data method. No correlations could be found between any of the sectors and the selected parameters. The estimated emissions using the average-data method were verified to the companies reported emissions. For the automobile and the fossil fuel companies the estimated emissions followed the same trend as the reported data. However, no trend could be found for the utility companies. Estimating emissions using the average-data method requires a certain corporation structure. The method can be used for corporations with a specific output, but does not suit corporations with a more complex structure. The largest limitation with the models was the information shortages from the corporations. Therefore increased transparency from the companies is a necessity in order to develop the models. / För att minska klimatförändringen har ett flertal initiativ lanserats för att göra finanssektorn mer hållbar. Tillexempel Montreal förbindelsen som har fått över 120 investerare att mäta och publicera klimatutsläppen i sina aktieportföljer. Företaget ISS- Ethix Climate Solution erbjuder klimatrelaterade tjänster för investerare. För att värdera hur hållbart ett företag är estimerar ISS-Ethix deras direkta och indirekta utsläpp av växthusgaser. För att förenkla dessa estimeringar är utsläppen indelade i tre så kallade scopes (områden), där scope 1 och 2 motsvarar emissionerna som genereras av att företaget förbränner fossila bränslen och deras elanvändning. Scope 3 motsvarar alla utsläpp som sker uppströms och nedströms företagens leverantörskedja. Syftet med denna studie var att hjälpa ISS-Ethix Climate Solution att utveckla en modell som estimerade scope 3 utsläppen från företag inom fordonssektorn, fossila- bränslen-sektorn och energisektorn. Det första målet var att undersöka om variationerna inom sektorerna kunde förklaras och kategoriseras. Detta utfördes genom att varje sektor först definierades och utsläppskällorna identifierades. Emissionerna kunde förklaras och kategoriseras för fordonssektorn och fossila-bränslen-sektorn. Däremot kunde utsläppen från energisektorn bara delvis förklaras och kategoriseras. Det andra målet var att undersöka vilka parametrar och sub-kategorier som var viktiga för att estimera sektorernas emissioner. För att göra detta undersöktes två olika metoder; korrelationsanalys och medelvärdesmetoden. Inga korrelationer kunde hittas mellan någon av sektorerna och de undersökta parametrarna. De estimerade emissionerna när medelvärdesmetoden användes, verifierades mot företagens självrapporterade utsläpp. För fordonssektorn och fossila-bränslen-sektorn följde de estimerade och rapporterade utsläppen samma trend. Däremot påträffades ingen trend för energibolagen. Att estimera växthusgasutsläpp med hjälp av en medelvärdesmetod kräver en viss typ av företagsstruktur. Metoden kan användas för företag med en specifik produkt, men är inte lämplig för företag med en mer komplex struktur. Modellernas största begränsning var informationsbristen från företagen. Därför behövs mer transparens från företagen för att kunna utveckla modellerna.

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Transportation in Sweden currently accounts for one-third of domestic GHG emissions. Thereof more than 90 % are allocated to road traffic with passenger cars being the largest contributor. Hence, the Swedish government adopted stringent climate policies to cut transport emissionsby 70 % (compared to 2010) latest until 2030. Electrification is seen as one of the key strategies to mitigate climate change and to accomplish set climate goals. Hence, estimation and quantification of electric vehicle life cycle carbon footprints is of major interest to understand their environmental performance. As part of this study lifetime burdens for gasoline, diesel and battery electric vehicles were contrasted. Nominal end of life was assumed to be reached after 200.000 km. The life cycle inventory was conducted based on market and literature data and by employing the open-source LCA tool carculator. Impacts on material resources were assessed by various materialization models for vehicle glider, combustion powertrain and electric powertrain. Additional impact categories such as formation of fine particles, freshwater use and terrestrial ecotoxicity were included. Results showed that lifetime carbon footprints of electric vehicles in Sweden are 45-51 % lower compared to conventional diesel and gasoline drives. Per driven kilometer, electric vehicles caused 137,46 g CO2-eq./km, diesel vehicles 249,28 g/km and gasoline vehicles 282,75 g/km. Savings of electric drives mainly originate from vehicle operation (zero tailpipe emissions) and low carbon electricity generation (predominantly hydropower, nuclear energy and wind energy). Lifetime battery charging according to the Swedish energy system was found to provoke 1,03 t of GHG emissions. This is ten times lower compared to average EU loads. Modeling results for electric vehicle manufacturing disclosed a total carbon footprint of 17,63 t CO2-eq. with a significant portion of 5,99 t originating from lithium-ion batteries. This is 57-63 % higher than estimated production footprints for fossil fuel vehicles with the same amount of 8,63 t CO2-eq. allocated to the glider. However, performed sensitivity studies revealed significant potential to cut emissions from battery manufacturing with transition to European sites. Replacement and conversion of vehicles from the Swedish fleet was assessed according to both, a fixed lifetime perspective of 200.000 km and year-by-year scenario models. Three different paths projecting development of the vehicle stock until 2030 are presented. Results of this work showed that vehicle conversion offers potential to save about 1.191 kg of material resources (thereof 728 kg ferrous metals, 104 kg aluminum, 149 kg plastics and 210 kg other materials). Corresponding savings in production emissions comprise 8,63 t CO2-eq. through reuse of the vehicle glider. From a nationwide perspective, up to 34 % of annual GHG emissions and up to 60 % of the annual material demand could be saved. Results further suggest a target value of around 3,8 millionelectric vehicles by 2030 to achieve aspired emission limits. / Kurzzusammenfassung - Siehe angehängtes Dokument / <p>NOT KTH STUDENT (INTERNSHIP AT ITRL)</p> / International collaboration with University of Stuttgart