京都大学 / 0048 / 新制・課程博士 / 博士(工学) / 甲第17880号 / 工博第3789号 / 新制||工||1579(附属図書館) / 30700 / 京都大学大学院工学研究科都市環境工学専攻 / (主査)教授 松岡 譲, 教授 米田 稔, 准教授 倉田 学児 / 学位規則第4条第1項該当 / Doctor of Philosophy (Engineering) / Kyoto University / DFAM

In this master thesis project, attempts were made to synthesize, pore size tailor, and characterize ZIF-8 and several mixed-linker ZIF structures to improve capture of the greenhouse gasses CH4, CO2, and SF6. Three experimental linkers, 2-methylbenzimidazole, 2-aminobenzimidazole, and 5-nitrobenzimidazole were chosen to gradually substitute 2-methylimidazole as the linker in ZIF-8.  This substitution was intended to gradually reduce pore sizes and possibly adding functionality to the apertures present in ZIF-8 (three different series). The methods of synthesis were first evaluated by performance and modified. Three series of ZIF-hybrids were then synthesized and characterized using PXRD, FTIR, 1HNMR, SEM, extensive sorption measurements, and subsequent modeling to evaluate any success tailoring the hybrid ZIF apertures to increase gas sorption. After modifying synthesis conditions, the undertaking was deemed a success as all three linkers were possible to incorporate to some degree. Hybrid ZIFs were mostly XRD-crystalline. The cleaning process was deemed sufficient. Linker incorporation was not complete but increased with the added linker. Sodalite topology was confirmed in ZIF-8 samples and confirmed as modified in hybrid ZIFs. The hybrid ZIFs did indeed show altered sorption results and surprisingly promising results regarding gas selectivity (favoring sorption of one gas over that of another).

Försvarets materielverk (FMV) är en statlig myndighet och är en del av det svenska totalförsvaret. FMV har en viktig uppgift att i nära samarbete med Försvarsmakten leverera materiel, logistik och tillhörande tjänster till det svenska försvaret i fred, kris och krig. I dagsläget är antropogent orsakade klimatförändringar ett av de viktigaste problemen mänskligheten kommer att behöva ta itu med. Klimatförändringar har nått alarmerande nivåer till stor del på grund av den ökande mängden växthusgasutsläpp. Växthusgasutsläpp är en anledning till allvarig oro på grund av dess negativa inverkan på jordens klimat. Globala växthusgasutsläpp ökar i en snabb takt och de årliga utsläppen har fördubblats de senaste femtio åren [1]. FMV har satt upp ett flertal miljömål för att ständigt förbättra verksamheten och minska den negativa miljöpåverkan.  Projektets övergripande syfte var att bidra till en bättre förståelse av FMV:s miljömässiga avtryck i form av växthusgasutsläpp med förutsättningen att uppnå en mer hållbar utveckling. Målet med projektet var att beräkna hur stora mängder växthusgasutsläpp FMV:s verksamhet bidrar med och var störst mängd utsläpp uppkommer. Greenhouse Gas Protocol (GHG protokoll) har tillämpats för att etablera och kartlägga vilka utsläppskällor FMV har störst möjlighet att påverka. Projektet har fokuserat på scope 1 och 2 vilket involverade FMV:s direkta växthusgasutsläpp (scope 1) från den egna verksamheten och de indirekta växthusgasutsläppen (scope 2) från förbrukning av el, fjärrvärme och fjärrkyla. Projektet har även tillämpat ett livscykelperspektiv för att beräkna och redovisa de indirekta växthusgasutsläppen från scope 3 som involverar verksamhetens uppströms och nedströms aktiviteter. För att uppnå syfte och mål har en litteraturstudie utförts och beräkningar genomförts utifrån FMV:s data med hjälp av emissionsfaktorer.  Under 2019 producerade FMV totalt 17740 ton CO2e och under 2020 producerades 16805 ton CO2e från scope 1. Från scope 2 producerades 1789 ton CO2e under 2019 och 1613 ton CO2e under 2020. FMV:s uppströms aktiviteter från scope 3 beräknades till 3385 ton CO2e under 2019 och 1282 ton CO2e under 2020. Den största utsläppskällan är flygfotogenförbrukningen för test och evaluering av flygrelaterade verksamheter. FMV är medvetna om denna utsläppskälla och har under de senaste åren arbetat med att utreda förutsättningarna för att ersätta flygfotogen med förnybart hållbart biobränsle med förhoppningen att i framtiden göra bränsleförbrukningen mer koldioxidneutral. En annan utsläppskälla som FMV har möjlighet att påverka är flygresor. Under 2019 var flygresor över 50 mil den näst störta utsläppskällan inom FMV där 2638 ton CO2e producerades och minskade med 70 % under 2020 till följd av coronapandemins restriktioner. FMV har satt upp mål att minska koldioxidutsläpp från flygresor genom att resa mer klimatsmart även efter coronapandemin. / The Swedish Defence Materiel Administration (FMV) is a government agency and is part of the Swedish total defence system. FMV has an important task to deliver material, logistics and related services to the Swedish Armed Forces in peace, crisis and war in close cooperation with the Armed Forces. At present, anthropogenic induced climate change is one of the most important problems mankind will have to deal with. Climate change has reached alarming levels, largely due to the increasing amount of greenhouse gas emissions. Greenhouse gas emissions are a cause for serious concern because of their negative impact on the Earth's climate. Global greenhouse gas emissions are increasing at a rapid rate and annual emissions have doubled in the last fifty years [1]. To tackle climate change, FMV has set several environmental objectives to continuously improve operations and minimize negative environmental impact.  The overall purpose of the project was to contribute to a better understanding of FMV's environmental footprint in terms of greenhouse gas emissions in order to achieve a more sustainable development. The goal of the project was to calculate the amount of greenhouse gas emissions FMV's operations contribute to and where the largest amounts of emissions occur. The Greenhouse Gas Protocol (GHG Protocol) was applied to establish and map the emission sources FMV has the greatest potential to influence. The project focused on scope 1 and 2, involving FMV's direct GHG emissions (scope 1) from its own operations and indirect GHG emissions (scope 2) from the consumption of electricity, district heating and district cooling. The project also applied a life-cycle perspective to calculate and report the indirect GHG emissions from scope 3 involving FMV's upstream and downstream activities. In order to achieve this, a literature review was carried out and calculations were made using FMV's data using emission factors.  In 2019, FMV produced a total of 17352 ton of CO2e and in 2020, 16442 ton of CO2e were produced from scope 1. From scope 2, 1789 ton of CO2e were produced in 2019 and 1613 ton of CO2e in 2020. FMV's upstream activities from scope 3 were estimated to 3385 ton of CO2e in 2019 and 1282 ton of CO2e in 2020. The largest source of emissions is the kerosene consumption for testing and evaluation of flight-related activities. FMV is aware of this emission source and has recently been working to investigate the feasibility of replacing aviation kerosene with renewable sustainable biofuel in the future, with the hope of making fuel consumption more carbon neutral. Another source of emission that FMV can influence is air travel. In 2019, air travel over 500 kilometers was the second largest source of emission at FMV, producing 238 ton of CO2e and decreased by 70% in 2020 due to the restrictions of the corona pandemic. FMV has set a goal to reduce CO2e emissions from air travel by travelling more climate-smart even after the corona pandemic.

Accounting for in-woods carbon storage in carbon accounting systems may be insufficient when substantial amounts of sequestered carbon are harvested and converted to long-lived wood products and landfills. The potential for offsetting greenhouse gas (GHG) emissions by storing carbon in managed loblolly pine forests in the southern United States was projected over the next half-century, both in terms of in-woods aboveground carbon pools and harvested products, including wood used for energy production. A region-wide data set from the Forest Inventory Analysis (FIA) program of USDA Forest Service was used to set initial conditions and estimate model parameters for projecting management activities including plantation area, age distributions of thinning, and clearcut harvest on an annual timestep. The stand-level growth and yield model FASTLOB was linked to the FIA data to project growth rates and annual harvest volumes of sawtimber and pulpwood for the projection period, accounting for annual timber harvests and the life cycles of wood products. In addition to baseline management practices, projections were made for scenarios that assumed increasing management intensities including the use of chemical fertilizers and herbicides and genetically-improved growing stock. Present-day carbon storage in well-managed southern pine plantations averaged 30.54 Mgâ ha⁻¹ (± 2.54%) for aboveground carbon. Over a 50-year projection, annual wood production was 62.1 and 45.9 million green metric tons from pulpwood and sawtimber yield, with roughly one-fourth of the green weight being carbon. Baseline projections showed aboveground carbon pools of up to 341 million metric tons being maintained over the next 50 years, with 93% in aboveground live trees and 7% in coarse woody debris (CWD). The carbon storage in wood products increased steadily over the half-century projection and showed no sign of leveling off, while the storage in plantations was found to remain constant or increase slightly over time. An additional 11 million metric tons of harvested carbon was used for energy per year on average, equivalent to 25% of annual forest-products-industry renewable energy use in U.S.A. Intensified forest management practices showed the potential to increase as much as 30% total carbon stored in in-woods and harvested-wood-products pools, with potential increases up to 40% in energy offsets above the baseline scenario. Reducing management intensity greatly increased in-woods carbon storage potential, but eliminated the wood-products carbon sink. / Ph. D.

Heavy-duty trucks accounts for 25% CO2 emissions in Sweden and there is approximately 12.6 million heavy-duty vehicles in the EU with different types of fuel and utilization areas. EU is implementing increased legislations to reduce emissions and increase the use of biofuel and members of the EU is starting to ban the use of diesel trucks in local areas, which drives the need to find other suitable fuel. Therefore, to study and compare the emissions and energy demand in the heavy-duty truck industry a case study is created. Which focuses on production and processing, transportation, distribution and fuel consumption. Cultivation of maize and anaerobic digestion of maize, waste and manure is included as well. Data gathered from the collaboration between the European Commission’s Joint Research Centre, eucar and Concawe (JEC) is used to create scenarios and these are validated with previous studies. The case study includes seven LNG cases, three LBG cases and two diesel cases together with several other cases collected for verification. Furthermore, potential boil-off and leakage during maintenance is included to further estimate the possible emissions correlated with LNG and LBG vehicles. The Well-to-Wheels analysis resulted in most LNG and LBG cases having higher energy input compared to diesel. LBG has the lowest emissions of greenhouse gases. The transportation method and distance are the most important aspects for the Well-to-Tank analysis. The fuel consumption is the main source of emissions and energy input in the Tankto-Wheels analysis. In conclusion, the transportation and fuel consumption are the greatest contributors of emissions and energy demand in the complete Well-to-Wheels analysis.

Submitted by Maria Aparecida (cidazen@gmail.com) on 2017-08-01T14:15:50Z No. of bitstreams: 1 Vanessa Silva Melo.pdf: 1861166 bytes, checksum: 6a6b38051e0d1f5842382f622b080abe (MD5) / Made available in DSpace on 2017-08-01T14:15:50Z (GMT). No. of bitstreams: 1 Vanessa Silva Melo.pdf: 1861166 bytes, checksum: 6a6b38051e0d1f5842382f622b080abe (MD5) Previous issue date: 2017-07-03 / Academic studies demonstrate the importance of disclosure of inventories or reports with environmental information and overlook the question about the information quality with respect to the robustness and credibility of the report. Thus, this work aims to evaluate the GHG emission inventory profiles from GHG Protocol Program Public Register attributed to enterprises located in Maranhão as well as quantify the significance of these documents in providing clear information about the effectiveness of environmental actions towards the Climate Change scenario. It is a study with both qualitative approach, using descriptive research and bibliographic and documental procedures, through the analysis of secondary data. The analysis of evidence was developed based on the information contained in the emission inventories provided by the GHG Protocol Programme of several Companies along with other environmental information. The results of the study indicate that the inventories evaluated did not present a critical analysis, as well as opportunities for improvement in the clarity of the actions that were or were implemented for the reduction of GHG, the disclosure of inventories and the implementation of the tool as an instrument for managing emissions. / Estudos acadêmicos correlatos demonstram a importância da divulgação de inventários ou relatórios com informações ambientais e despertam para a questão da qualidade dessas informações com relação à robustez e credibilidade do relatório. Assim, este trabalho tem como objetivo examinar os perfis dos inventários de emissões de GEE do registro público do Programa GHG Protocol elaborados pelas empresas locadas no Maranhão e avalia a significância desses documentos em prestar informações claras sobre a eficácia das ações ambientais frente ao quadro das mudanças climáticas. Para tanto, este se baseia numa abordagem qualitativa, com o emprego de pesquisa do tipo descritiva e a utilização de procedimentos bibliográfico e documental, por meio de análise de conteúdo de dados secundários. A análise das evidências foi desenvolvida com base nas informações contidas nos inventários de emissões disponibilizados pelo programa GHG Protocol das empresas notadas por A, B, C, D, E, F e G juntamente com outras informações de seus desempenhos ambientais disponíveis nos sites das empresas analisadas. O resultado do estudo indica que os inventários avaliados não apresentaram uma análise crítica, bem como, foram identificadas oportunidades de melhoria na clareza das ações que estão ou foram implantadas para a redução dos GEE, na divulgação dos inventários e na efetivação da ferramenta como instrumento de gestão das emissões.

Syftet med denna uppsats är att analysera hållbarhetsrapportering med fokus på klimatrelaterade redogörelser. Tre noterade företag i Sverige respektive Tyskland undersöks med genomgång och innehållsanalys av företagens hållbarhetsrapporter och årsredovisningar och specificeringen sker i en jämförelse mellan företagens klimatrelaterade hållbarhetsredovisning.  I denna uppsats har det tillämpats en kombination av kvantitativa och kvalitativa forskningsstrategier och en abduktiv utgångspunkt i forskningen. Genom innehållsanalys och kvantifiering av kvalitativa data har empiri insamlats från företag inom läkemedelsbranschen, affärssytembranschen och elektronikbranschen. Genom att kombinera tre redovisningsteorier, nämligen legitimitets- och intressentteori, samt harmoniseringsteori, möjliggörs en koppling och analys av studiens resultat som resulterar i välgrundade slutsatser och förslag på vidare forskning. Uppsatsen konkluderar att de tyska företagen ligger i en marginell framkant när det gäller hållbarhetsredovisning och att branschpraxis är vital för företagens redogörelse av klimatrelaterade hållbarhetsfaktorer. / The purpose of this paper is to analyze environmental sustainability reporting with focus lying on climaterelated factors. Three listed companies in Sweden and Germany are reviewed with the help of content analysis of the entities annual and sustainability reports and the specification takes place in a comparison between the environmental reporting of each company.  In this essay there has been a usage of both quantitative and qualitative research strategies and takes its premise in an abductive approach. Through content analysis and quantification of qualitative data the empirical base has been collected from companies in the pharmaceutical, business system and electronics industries. By combining three theories, specifically the legitimacy, stakeholder and harmonization theory the possibility of qualitative analysis and well-founded conclusions together with guidelines on further research are made possible. The essay concludes that the German companies are marginally better in terms of sustainability reporting and that industry practice is essential when it comes to accounting for climate- related sustainability factors

Changes in climate caused by changes in anthropogenic (i.e. "man-made") greenhouse gas (GHG) emissions have become a major public policy issue in countries all over the world. With an estimated 28.4% of these emissions attributed to the transportation sector, attention is being focused on strategies aimed at reducing transportation GHG emissions. Quantifying the change in GHG emissions due to such strategies is one of the most challenging aspects of integrating GHG emissions and climate change into transportation planning and policy analysis; the inventory techniques and methods for estimating the impact of different strategies and policies are still relatively unsophisticated. This research developed a method for estimating intercity passenger transportation energy and carbon footprints and applied this method to three US DOT-designated high speed rail (HSR) corridors in the U.S.-- San Francisco/Los Angeles/San Diego; Seattle/Portland/Eugene, and Philadelphia/Harrisburg/Pittsburg. The methodology consists of estimating the number of trips by mode, estimating the direct CO₂ emissions, and estimating indirect CO₂ emissions. For each study corridor the impacts of different strategies and policies on carbon dioxide emissions were estimated as an illustration of the policy application of the developed methodology. The largest gain in CO₂ savings can be achieved by strategies aiming at automobile emissions, due to its sizeable share as main mode and access/egress mode to and from airports and bus and train stations: an average fuel economy of 35.5 mpg would result in a 38-42% savings of total CO₂ emissions; replacing 25% of gasoline use with cellulosic ethanol can have a positive impact on CO₂ emissions of about 13.4-14.5%; and a 10% market share for electric vehicles would result in potential CO₂ savings of 3.4-7.8%. The impact of a 20% or 35% improvement in aircraft efficiency on CO₂ savings is much lower (0.88-3.65%) than the potential impacts of the policies targeting automobile emissions. Three HSR options were analyzed using Volpe's long-distance demand model: HSR125, HSR150, and HSR200. Only the HSR150 and HSR200 would result in CO₂ savings, and then just for two of the three corridors: the Pacific Northwest (1.5%) and California (0.8-0.9%). With increased frequency and load factors, a HSR150 system could result in CO₂ savings of 5.2% and 1.8% for the Pacific Northwest and California, respectively. This would require a mode shift from auto of 5-6%. This shift in auto mode share would mainly have to be a result of pricing strategies. From these results, HSR may not be such an obvious choice, however, with increased ridership and diversions from other modes, CO₂ savings increase significantly due to the lower emissions per passenger mile for HSR. The framework developed in this study has the ability to determine the GHG emissions for such HSR options and increased diversions.

Sustainability study in the ever-growing Information technology (IT) sector is an emerging interdisciplinary research field. As one essential element in this sector, the development and implementation of cloud-based autonomous vehicles have the great potential to bring convenience to society and are defined as the climate change mitigation strategy. For instance, autonomous vehicles are able to fully utilize the eco-driving systems to reduce carbon emissions and reach high energy efficiency. Previous studies have shown that cloud IT service, one of the critical technologies for autonomous vehicles, is likely to yield novelties and advantages to the IT industry and reduce the greenhouse gas (GHG) emissions from other sectors. However, cloud services and their data center infrastructures consume plenty of electricity globally and cause GHG emission impacts. Robust methodologies to assess the environmental impacts related to cloud IT solutions are still lacking in academia and industry. In sum, there are knowledge gaps between empirical studies and general interest in software- supported and data-driven autonomous vehicles and their cloud service.  The purpose of this study is to investigate the possibilities and challenges connected to the assessment of the GHG impact related to cloud IT solutions in an autonomous vehicle set up. This study also aims to explore possible recommendations to reduce the GHG emission of cloud IT services. A qualitative in-depth case study is performed. The primary data is collected by semi-structured interview method, while the secondary data is collected by the scoping literature review method. The interviews are conducted with employees with different roles related to cloud services and/or sustainability at the case company.  The findings show the lack of transparent methodologies and calculation guidelines to assess cloud GHG emissions, both in the research community and industry. It shows the great opportunity and market demand for sound assessment methodologies and tools. Besides, six challenges to assessing cloud GHG emissions on the autonomous vehicle set up are identified: i) assessing system boundaries, ii) data quality and collection methods, iii) measurement methodologies, iv) calculation process, v) validation process, and vi) some other challenges. Additionally, five possible recommendations are developed to reduce the cloud GHG emissions: i) cloud GHG emission visualization and measurement tool, ii) better promotional schemes for user’s awareness and engagement, iii) investigations on both top-down and bottom-up approaches, iv) optimization through usage demand shaping, and v) optimization of the infrastructure services.

Research on historical developments that lead to the establishment of global organizations for climate change has shown that the phenomenon of surface temperature is not a new topic of focus. Increased policy restrictions, brand image, fear of resource scarcity, growing market trends towards sustainability and consumer awareness are among the several external factors that have influenced the growing research in corporate transition towards carbon neutrality. The main aim of this study is to understand through data accounting of major material and energy carrier changes, how a non-production facility could transition to become a carbon-neutral facility. Therefore, an exploratory case study has been performed and conducted at Volvo CE Customer center in Eskilstuna, Sweden, with two objectives: i) to identify and quantify the customer center current footprint by mapping the main contributors to greenhouse gases emissions, and ii) to recommend specific & general measures that can mitigate the carbon footprint of the facility. Three research questions related to the facility’s current carbon footprint, measures implemented so far, and the best applied assessment method, have guided us throughout the study. The methodology has been framed to give a theoretical underpinning for understanding the project from a holistic perspective. The split of the methodology has been constructed in line with the theoretical framework that gave the foundation to the needed theories to be taken into account i.e. GHG protocol, which is the tool that has been adopted by the study to attain the desired aim, including the three scopes under the protocol which were also defined accordingly. ‘Scope 1’ has been taken into account and is a representation of direct emissions, ‘Scope 2 represents the indirect emissions, and ‘Scope 3’ (according to the GHG protocol) takes into account the rest of the indirect emissions arranged into 15 categories, from which applicable to our study were 4 categories (1, 3, 4 and 6). The results showed that during the base year (2019) the highest user within Scope 1 was diesel, followed by HVO, and under Scope 2, The results from Scope 1 and 2, together with the results of Scope 3 category, were analyzed using the attributional LCA approach recommended by the GHG protocol to calculate their contribution to the customer centers’ total carbon footprint. It was found that Scope 1 stands for 128.52 t CO₂-eq while Scope 2 stands only for 1.16 t CO₂-eq and finally Scope 3 stands for most of the emissions with 3719 t CO₂-eq. It has been found that in 2019, the customer center has saved 101.05 tonnes of GHG by implementing measures, such as switching from using Diesel to HVO and switching from the mixed electricity to the renewable ones, according to the attributional perspective presented in the GHG protocol. However, different results were found when these values were discussed and analyzed from the consequential perspective, since this perspective analyses the effects of the implemented measures on the global emission level. This concluded that implementation of conservation and efficiency measures must take priority before switching to higher priced renewables. Thus, the resulting carbon neutrality will be consequentially safer. The recommendations stated in this study also follows the same principle “Conserve before investing”. Suggestions and recommendations outlined in the study for future implementation approach carbon neutrality as a strategy and not a burden, helping the customer neutral achieve the goal in an Environment, Economic and Socially sustainable manner.