As the public and policy makers continue to become more concerned with climate change, researchers continue to seek to understand and explain energy and greenhouse gas (GHG) emissions trends and their drivers. Living and existing in different areas is associated with different impacts, so growth in different areas, as well as the movement of people to and from those areas will affect energy use and emissions over US, individual states, and counties. First the emissions implications of state to state mobility on household energy and GHG emissions are explored. 3 million households move across state lines annually, and generally move from the North East to the South and West. Migrating households often move to states with different climates, and thus heating and cooling and needs, different fuel mixes, and different regional electricity grids which leads them to experience changes in household emissions as a result of their move. Under current migration trends, the emissions increases of households moving from the Northeast to the South and Southwest are balanced by the emissions decreases of households moving to California and the Pacific Northwest. The net sum of emissions changes for migrating households is slightly positive but near zero; however, that net zero sum represents the balance of many emission changes. Summing emissions changes over individual states and regions show the regional differences in household emissions. Next, a similar analysis is conducted for the 120,000 households that annually move between counties in Pennsylvania. From 2006–2010, the emissions changes experienced by those households balanced to near zero values, similar to the state analysis. The emissions increases from households moving to metropolitan fringe and suburban counties were countered by the emissions decreases from households moving to low emission urban centers, even though urban centers experienced net negative migration. While emission changes experienced by households were dominated by differences in emissions from residential energy use, emission changes for household moving within Pennsylvania were dominated by differences from transportation emissions. Finally, this thesis explores the long term effects of growth and decline at the metropolitan level by estimating fossil based CO2 emissions from1900−2000 for Allegheny County, Pennsylvania. From 1970 to 2000, Allegheny County experienced a 30% decrease in total emissions and energy use from peak values, primarily because of a decline in industrial activity! (40% decrease in value added) and the loss of a quarter of its population. Allegheny County’s history suggests that the scale of change needed to achieve local emissions reductions may be significant; given years of major technological, economic, and demographic changes, per capita emissions in 1940 were nearly the same in 2000. Most local governments are planning emissions reductions rates that exceed 1% per year, which deviate significantly from historical trends. These results suggest additional resources and improved planning paradigms are likely necessary to achieve significant emissions reductions, especially for areas where emissions are still increasing. This work shows that overtime, growth and decline within a! region drives its evolving GHG footprint. Population decline within region may lead to emission reductions, as seen in the Allegheny County, but those reductions are more accurately described as displaced emissions due to population redistribution. From 2005-2010, the mobility of the US population between states, regions and counties was responsible for many household emissions changes that balance annually over the entire US. The near zero sum represents the v precarious emissions balance of two kinds of household moves. First, moves resulting in moderate emissions increases either as a result of households moving to higher carbon regions, like the South or South West, or as a result of households moving higher carbon suburban counties within states. Second, moves resulting in significant emissions decreases! As a result of households moving to low carbon regions or low carbon urban centers. Planning for continued low carbon growth in low carbon regions or cities experiencing high growth rates driven by migration, like California or Philadelphia, is essential in order to offset the moderate emissions increases experienced by households moving to high carbon regions or suburban areas.

Understanding the energy input and emissions resulting from the development of biofuels is important to quantify the overall benefit of the biofuel. As part of the On-Farm Biomass Processing project, a life cycle assessment (LCA) was conducted on the process to harvest and transport agricultural crop residues ready for processing into biofuel. A Microsoft Excel model was developed that inventories the entire life cycle of the process, including incorporation of stochastic analysis within the model. The LCA results of the agricultural equipment manufacture are presented, along with the results of each step of the process, including fertilizer addition, single pass harvest, double pass harvest, and transport from the field to processing facility. Various methods of analyzing co-products are also presented for the single pass harvesting step, in which comparisons between market based, mass based and process-purpose based allocation methods are reviewed. The process-purpose based method of fuel consumption difference between combine operation in conventional harvest versus single pass harvest is determined to be the most realistic of the process. A detailed comparison of the energy and emission differences between single pass and double pass harvesting is given, along with the total LCA results of harvesting and transporting the biomass.

Dairy farms can apply anaerobic digestion (AD) as a manure management system, while producing renewable energy. Ultimately, this can reduce greenhouse gas (GHG) emissions. There is much research work that has quantified the changes in emissions due to AD. However, important methodologies such as the Intergovernmental Panel on Climate Change (IPCC) Guidelines, rely only on a small sample of the accumulated scientific findings in the field. This thesis improves the robustness of these methodologies by applying data-driven techniques to estimate values of the energy output of AD systems and their consequent effect in GHG emissions. For this purpose, meta-analyses techniques are applied to mathematically combine metrics from 155 non-standardised research publications (i.e. with different boundaries, scopes and functional units). As a first step, a novel database is created by systematically searching for relevant articles and assessing them against defined criteria. The database is divided in two parts. Given that the offset of GHGs is highly dependent on the energy output of AD system, empirical methane yields (i.e. key metric of AD performance) are collected in Part I of the database. GHG released from different farm activities are input to Part II of the database. To quantify the change in emissions from these activities, standard baseline and AD scenarios are defined. The second step of the meta-analysis consists of applying uni- and multi-variate tests to the database. For Part I, methane yields are analysed in terms of type of digesters. From the batch digesters, new maximum methane yields are proposed based on the combined results of 42 peer reviewed articles. These results offer better estimates than default values of methane yields from the 2007 Guidelines of the IPCC, which only consider two studies. For continuously stirred tank digesters and semi-continuous digesters lower methane yields are revealed. Multi-variate analysis of methane yields together with operating conditions and manure composition, enable the identification of clusters. These groups of variables can be useful to build potential AD scenarios in dairy farms. For Part II of the database, relative changes in emissions between the activities in the standardised baseline and AD scenarios, are examined. It is found, through meta-analysis, that replacing raw manure by anaerobically-treated manure (i.e. digestate) in storage tanks and for field- application, mitigates baseline emissions by 38.7% and 6.9%, respectively. These relative changes can be used to estimate emissions from digestate, being more specific and evidence-based than the current methodology from the IPCC. In addition, relative changes found for offset of fossil fuels by biogas generated in the AD scenarios indicate a reduction of baseline emissions by 9.0%. Only methane leaks from digesters significantly increase the baseline emissions (by 7.4%). Finally, results found by meta-analyses of methane yields and changes in emissions are applied to four dairy farm case studies. The work presented in the case studies demonstrates the benefits of enhancing the robustness of methods to estimate the effect of AD on GHG emissions from dairy farms.

From 1970 to 2010, circa 78% of the Greenhouse gases emissions came from the emissions of CO2 derived from industrial processes and fossil fuel combustion. The fossil energy resources (coal, oil and natural gas) increase the concentration of carbon dioxide in the atmosphere causing diverse changes related to global warming. Despite policies adopted to mitigate the climate change, global warming is not decreased. This literature review will analyze and investigate the use of forest biomass to replace fossil fuel energy and how it can affect climate change. This study used secondary data to identify the main perspectives in the use of forest biomass to produce energy. The policies at the global, regional and national level are also described. How the national level is influenced by the international and regional level and how the policies match with the current knowledge on the theme. The results showed that the use of forest biomass was better to replace coal than natural gas or oil, due to the payback time. The use of old-growth forests or natural forest increases the time to the released emissions to be offset. Residues showed to have faster payback time than other forest biomass, as well as, the use of this biomass avoid cut down trees. However, the use of residues can cause serious impacts, as biodiversity loss. The conclusion was that the use of biomass will increase the CO2 emissions, whether all emissions are included. Despite the payback time is faster to forest biomass than fossil fuel, biomass is not a good alternative to replace fossil fuel energy. Because of the combustion efficiency of biomass is less than fossil fuel to produce the same amount the energy. Regarding the policies, there are contradictions between the international and regional level about the use of forests. As also, regional level has contradictions in their criteria that should be avoided. If the forest biomass has to be use, this study recommended the use of residues. / <p>20180619</p>

Submitted by Lucienne Costa (lucienneferreira@ufcg.edu.br) on 2018-09-12T18:29:18Z No. of bitstreams: 1 DIOGO DA FONSECA SOARES – DISSERTAÇÃO (PPGRN) 2018.pdf: 725145 bytes, checksum: 093573006141a5435aa2269250c27783 (MD5) / Made available in DSpace on 2018-09-12T18:29:18Z (GMT). No. of bitstreams: 1 DIOGO DA FONSECA SOARES – DISSERTAÇÃO (PPGRN) 2018.pdf: 725145 bytes, checksum: 093573006141a5435aa2269250c27783 (MD5) Previous issue date: 2017-12-13 / O presente estudo objetivou inventariar as emissões de Gases de Efeito Estufa (GEE) do sistema ferroviário da região metropolitana de João Pessoa no ano base de 2016. Seguiuse a metodologia do Programa Brasileiro GHG Protocol versão 2016 para quantificar as emissões. As fontes emissoras foram organizadas de acordo com os limites operacionais classificados nos escopos 1, 2 e 3. A emissão total no ano inventariado foi de 1.035,76 tCO2e e 73,26 tCO2 biogênico. A fonte que mais contribuiu nas emissões foi a combustão ferroviária com 981,05 tCO2e, seguida da geração de energia elétrica 22,67 tCO2e. Considerando a interdisciplinaridade desta pesquisa, compreende que o estudo dos impactos atmosféricos do sistema de trem de João Pessoa serviu como parâmetro para o delineamento de estratégias e técnicas de mitigação da poluição do ar no Estado da Paraíba, tal como a melhoria de qualidade de vida para gerações vindouras. / The present study aimed to inventory Greenhouse Gas (GHG) emissions from the rail system of the metropolitan region of João Pessoa in the base year of 2016. The methodology of the Brazilian GHG Protocol version 2016 was followed to quantify emissions. The issuing sources were organized according to the operational limits classified in scopes 1, 2 and 3. The total emission in the inventoried year was 1,035.76 tCO2e and 73.26 tCO2 biogenic. The source that most contributed to the emissions was the railway combustion with 981.05 tCO2e, followed by the generation of electric energy 22.67 tCO2e. Considering the interdisciplinary nature of this research, it is understood that the study of the atmospheric impacts of the João Pessoa train system served as a parameter for the design of strategies and techniques to mitigate air pollution in the State of Paraíba, such as improving the quality of life for generations to come.

Este estudo tem por finalidade modelar a pegada ecológica de incidentes rodoviários que interrompem o fluxo normal de circulação. A pegada ecológica é um indicador que mede o impacto das atividades humanas em quantidades de áreas de terra, água e energia utilizadas para sustentar uma população de determinada região. Em transportes, esse impacto é medido pela área hipotética que deveria ser reservada para a absorção do CO2 emitido que tem constituído, nos últimos anos, a fatia mais significativa das pegadas ecológicas na maioria dos países. A vantagem de utilizar essa abordagem reside na facilidade de entendimento, na simplicidade e na utilização de uma unidade única de comparação entre emissões de diferentes setores. O método proposto e aplicado neste trabalho proporciona a identificação dos impactos dos incidentes, particularmente acidentes viários e obras de manutenção viária, em termos de pegada ecológica. O estudo de caso constou de uma rodovia de pista simples cujas emissões foram avaliadas com a utilização de simulação de tráfego. Como resultado obteve-se uma pegada ecológica de cerca de 2.180 hectares decorrente dos incidentes ao longo de um ano de operação da via. Este valor corresponde a 4% da pegada ecológica da via em condições normais de operação. Ainda, os resultados indicam que os incidentes com maior impacto sobre o meio ambiente são as obras para a manutenção da rodovia que contribuem com 60% do total gerado pelos incidentes. / The purpose of this study is to model the ecological footprint of road incidents that interrupt the normal flow of vehicles. The ecological footprint is an accounting framework that measures the impact of human activities considering amounts of land, water and energy areas used to sustain the population of a region. In transportation, this impact is measured by the hypothetical area required to absorb CO2 emissions from burning fossil fuels that has been responsible, over the last years, for the largest share of the ecological footprint of nations. The advantage of using this approach is the ease of understanding, simplicity and the use of a single unit for comparing emissions from different sectors. The method proposed and deployed in this work enables identifying the impact of incidents, basically road accidents and maintenance works, on the transportation ecological footprint. The case study was composed of a single lane highway whose emissions were evaluated with the use of traffic simulation. We obtained an ecological footprint of 2,180 ha due to road incidents over a period of one year. This corresponds to 4% of the ecological footprint of normal road operations. Results also indicate that the incidents with the greatest impact on the environment are the works for the maintenance of the highway which contribute with 60% of the total value.

Electrified Vehicles (EVs), including Hybrid Electric Vehicles (HEVs) and Pure Electric Vehicles (PEVs), can provide substantial improvements in energy efficiency, emission reduction, and lifecycle cost over conventional vehicles solely powered by Internal Combustion Engines (ICE). Progress on electrification of marine vessels has been made, but the pace has been impacted by factors such as the different operational load profile of vessels, relatively small production levels and longer or varied lifetimes. In this dissertation, hybrid electric and pure electric propulsion system designs for fishing boats and passenger ferries are studied based on in-field acquired operational data. A new integrated marine propulsion system modeling and simulation method and a dedicated mobile data acquisition system have been introduced to analyze the energy efficiency, emission reduction, and lifecycle costs of new or retrofitted fishing boats and passenger ferries with hybrid electric and pure electric powertrains. Following the automotive industry Model Based Design (MBD) approach, modeling and simulation of electrified vessels using the acquired operation profile have been carried out using backward and forward-facing methods. Series hybrid electric and pure electric powertrain system designs with powertrain component models and rule-based system control, including a properly sized electric Energy Storage System (ESS) with a Supercapacitor (SC) or battery, have been studied. The total CO2 equivalent (CO2e) or Greenhouse Gas (GHG) emissions and lifecycle costs of various new, electrified vessel propulsion system designs have been evaluated. Clean propulsion system solutions for fishing boats and passenger ferries with detailed powertrain system and control system designs are given which provide a foundation for further research and development. This dissertation also addresses the environmental impact of Natural Gas (NG) as a transportation fuel, particularly for marine transportation use. A systematic evaluation of GHG emissions is provided for the upstream fuel supply chain of natural gas fuel in British Columbia (BC), Canada. The Liquefied Natural Gas (LNG) lifecycle GHG emissions produced in both the upstream supply chain and the downstream vessel propulsion are estimated quantitatively using manufacturer data and propulsion system models of marine vessels. Extensive data have been collected from oil and gas companies that have active operations in BC to determine the upstream supply chain GHG emissions of the NG fuel under three scenarios. The energy efficiency and emissions of natural gas engines are compared with traditional diesel fuel marine engines and generators. The results obtained indicate that LNG fuel can lower CO2e by 10% to 28% with reduced local air pollutants such as sulfur oxides and particulates, compared to conventional diesel fuel. However, engine methane slip during combustion should be monitored as it can have a significant impact on the GHG emissions and so offset the environmental benefits of LNG. / Graduate

abstract: The phenomenon of global warming and climate change has increasingly attracted attention by researchers in the field of supply chain and operations management. Firms have developed efficient plans and intervention measures to reduce greenhouse gas (GHG) emissions. While a majority of research in supply chain management has adopted a firm-centric view to study environmental management, this dissertation focuses on the context of GHG emissions reduction by considering a firm’s vertical and horizontal relationships with other parties, and the associated spillover effects. A theoretical framework is first proposed to facilitate the field's understanding of the possible spillover effects in GHG emissions reduction via vertical and horizontal interactions. Two empirical studies are then presented to test the spillover effect in GHG emissions reduction, focusing on the vertical interactions - when firms interact with their supply chain members. Drawing data from Bloomberg Environmental Social and Governance, and Bloomberg SPLC, this study conducts econometric analyses using various models. The results suggest that first, a higher level of supply chain GHG emissions is associated with the adoption of emissions reduction programs by a firm, and that this supply chain leakage contributes to the firm’s financial performance. Second, a firm's supply base innovativeness can contribute to its internal GHG emissions reduction, and this effect is contingent on a firm's supply base structure. As such, this dissertation answers the recent call in the field of supply chain and operations management for more empirical research in socially and environmentally responsible value chains. Further, this study contributes to the literature by providing a better understanding of the externalities that value chain members can impose on one another when pursuing sustainability goals. / Dissertation/Thesis / Doctoral Dissertation Business Administration 2018

Submitted by JOCY ANA PAIXÃO DE SOUSA null (jocy_belem@hotmail.com) on 2018-02-06T16:26:54Z No. of bitstreams: 1 SOUSA, JOCY ANA PAIXÃO DE-DISSERTAÇÃO.pdf: 4608931 bytes, checksum: 2e5913d39dda79bea7ac97e19d2f5d15 (MD5) / Approved for entry into archive by Lucimara Kurokawa Shinoda null (lucimaraks@sorocaba.unesp.br) on 2018-02-07T11:59:59Z (GMT) No. of bitstreams: 1 sousa_jap_me_soro.pdf: 4608931 bytes, checksum: 2e5913d39dda79bea7ac97e19d2f5d15 (MD5) / Made available in DSpace on 2018-02-07T11:59:59Z (GMT). No. of bitstreams: 1 sousa_jap_me_soro.pdf: 4608931 bytes, checksum: 2e5913d39dda79bea7ac97e19d2f5d15 (MD5) Previous issue date: 2018-01-11 / Coordenação de Aperfeiçoamento de Pessoal de Nível Superior (CAPES) / As interferências antrópicas sobre natureza sempre provocaram impactos ambientais. Porém, entre os mais significativos encontram-se as mudanças de uso da terra, nos quais contribuem com as emissões dos gases do efeito estufa. Entre esses principais gases destacam-se o dióxido de carbono, CO2. O estudo apresentou como objetivo estimar as emissões do dióxido de carbono devido as mudanças de uso da terra para a análise do fluxo de carbono em bacia hidrográfica. A área de estudo localiza-se na Bacia Hidrográfica do Rio Una, Ibiúna, São Paulo. Para atingir os objetivos foram realizados o mapeamento de uso do solo e cobertura vegetal, mapeamento pedológico, análise da textura do solo, mapeamento da vegetação pretérita, estoque de carbono sob associação solo-vegetação, matriz de transição e os cálculos das emissões líquidas de CO2. Constatou-se que em relação ao mapeamento do uso do solo e cobertura vegetal, o maior quantitativo foi de floresta e estas predominam no sul da bacia. Ao longo de nove anos houve uma redução de florestas, campo e área alagada e um aumento da área de agricultura, área urbana, pastagem e reflorestamento. Foram encontrados solos do tipo Argissolos e Latossolos, além das texturas argilosa, franco-argilo-arenosa, argilo-arenosa e franco-argilosa. Para a vegetação pretérita constatou-se floresta ombrófila densa montana, floresta estacional decidual e semidecidual. Em relação ao conteúdo de carbono no solo sob a associação solo-vegetação foram definidos valores que variam de 2,59 a 6,33 Kgc/m2. Nas matrizes de transições para os períodos de 2007-2010, 2010-2013 e 2013-2016, observou-se que a floresta convertida para as demais categorias apresentou posição de destaque. As emissões líquidas para todos os períodos mostraram que há mais emissões do que remoções na bacia, com um destaque para o período de 2013 a 2016, em que houve uma maior estimativa de emissões CO2, porém a menor remoção ocorreu no último período. A pesquisa mostrou que a maioria das transições que ocorreram foram em função da mudança de floresta para outras categorias, fator que mais contribuiu para emissões líquidas de CO2, resultante do intenso processo de antropização da bacia. / Anthropogenic interference with nature has always had environmental impacts. However, among the most significant are land use changes, in which they contribute to the emissions of effect gases, especially carbon dioxide, CO2. The objective of the study was to estimate carbon dioxide emissions due to the change in land use for an analysis of the carbon flux in the watershed. The study area is located in the Una Watershed, Ibiúna, São Paulo. To achieve the objectives, the mapping of land use and vegetation cover, pedological mapping, soil texture analysis, mapping of past vegetation, carbon stock under soil-vegetation association, transition matrix, and calculations of net CO2 emissions. It was verified that in relation to the mapping of the land use and vegetal cover, the biggest quantitative one was of forest and these predominate in the south of the basin. During nine years there was a reduction of forests, field and flooded area and an increase of the area of agriculture, urban área, pasture and reforestation. Soils of the type Argisols and Latosols were found, in addition to clay, clay-loam-sandy, clay-sandy and loam-loamy textures. For the past vegetation it was verified dense montane forest, deciduous and semidecidual forest. Regarding the non-singlet carbon content in a soil-vegetation association to define values ranging from 2.59 to 6.33 Kgc / m2. In the transitional matrices for the periods 2007-2010, 2010-2013 and 2013-2016, it was observed that the forest converted to the other categories presented a prominent position. Net emissions for all periods showed that there are more emissions than removals in the basin, with a highlight for the period from 2013 to 2016, where there was a higher estimate of CO2 emissions, but the lowest removal occurred in the last period. The research showed that most of the transitions that occurred were due to the change of forest to other categories, which contributed most to net CO2 emissions, resulting from the intense process of anthropization of the basin.

Este estudo tem por finalidade modelar a pegada ecológica de incidentes rodoviários que interrompem o fluxo normal de circulação. A pegada ecológica é um indicador que mede o impacto das atividades humanas em quantidades de áreas de terra, água e energia utilizadas para sustentar uma população de determinada região. Em transportes, esse impacto é medido pela área hipotética que deveria ser reservada para a absorção do CO2 emitido que tem constituído, nos últimos anos, a fatia mais significativa das pegadas ecológicas na maioria dos países. A vantagem de utilizar essa abordagem reside na facilidade de entendimento, na simplicidade e na utilização de uma unidade única de comparação entre emissões de diferentes setores. O método proposto e aplicado neste trabalho proporciona a identificação dos impactos dos incidentes, particularmente acidentes viários e obras de manutenção viária, em termos de pegada ecológica. O estudo de caso constou de uma rodovia de pista simples cujas emissões foram avaliadas com a utilização de simulação de tráfego. Como resultado obteve-se uma pegada ecológica de cerca de 2.180 hectares decorrente dos incidentes ao longo de um ano de operação da via. Este valor corresponde a 4% da pegada ecológica da via em condições normais de operação. Ainda, os resultados indicam que os incidentes com maior impacto sobre o meio ambiente são as obras para a manutenção da rodovia que contribuem com 60% do total gerado pelos incidentes. / The purpose of this study is to model the ecological footprint of road incidents that interrupt the normal flow of vehicles. The ecological footprint is an accounting framework that measures the impact of human activities considering amounts of land, water and energy areas used to sustain the population of a region. In transportation, this impact is measured by the hypothetical area required to absorb CO2 emissions from burning fossil fuels that has been responsible, over the last years, for the largest share of the ecological footprint of nations. The advantage of using this approach is the ease of understanding, simplicity and the use of a single unit for comparing emissions from different sectors. The method proposed and deployed in this work enables identifying the impact of incidents, basically road accidents and maintenance works, on the transportation ecological footprint. The case study was composed of a single lane highway whose emissions were evaluated with the use of traffic simulation. We obtained an ecological footprint of 2,180 ha due to road incidents over a period of one year. This corresponds to 4% of the ecological footprint of normal road operations. Results also indicate that the incidents with the greatest impact on the environment are the works for the maintenance of the highway which contribute with 60% of the total value.