O transporte rodoviário é uma das atividades econômicas do homem que mais contribuem para a emissão de Gases de Efeito Estufa (GEE) na atmosfera. Sabe-se que a emissão de CO2 está diretamente vinculada ao consumo de combustível. Por isso, é possível encontrar uma série de trabalhos que objetivam diminuir as emissões por meio da redução do consumo de combustível dos veículos. A otimização de rotas é uma importante ferramenta para essa redução e, consequentemente, possibilita minimizar as emissões dos veículos. Esta pesquisa tem como objetivo aplicar em uma empresa líder na distribuição de revistas no país o PRP, que é um modelo de minimização do consumo de combustível/emissão de GEE por meio de ajustes das variáveis como velocidade média, quantidade de carga transportada, distância percorrida e inclinações das vias. Como a maioria das metodologias de estimativa de combustível existentes na literatura não considera a inclinação das vias nos seus cálculos, neste trabalho foi necessário desenvolver uma metodologia para incluí-la no modelo. Testes foram efetuados com variações nas janelas de tempo, e o modelo mostrou-se sensível a cada uma das variáveis analisadas, gerando economias em 100% das rotas estudadas. / Road transport is one of the biggest contributors of Greenhouse Gases emissions of all humans economic activities. It is known that CO2 emissions are directly related to fuel consumption, so that is why it is possible to find a series of studies that aims to reduce emissions by reducing vehicles fuel consumption. Route optimization is an important tool for reducing fuel consumption and hence emissions. This research aims to implement the PRP model in a leading company in the country, which is a model that minimizes fuel consumption/GHG emissions through adjustments of variables such as average speed, pay load, distance traveled and slopes of the road. Most existing fuel estimation methodologies found in the literature does not consider the slope of the roads in their calculations. So in this research it was necessary to develop a methodology to include it in the model. Tests were performed with variations in the time windows and the model was sensitive to each of the variables analyzed, generating savings on 100% of the studied routes.

A Política Estadual de São Paulo de Mudanças Climática (PEMC) foi lançada em 2009. Esta política voluntária, independente de qualquer acordo nacional ou internacional, foi estabelecida para reduzir a emissão dos gases de efeito estufa em 2020 em 20%, de acordo com os níveis de 2005. Uma vez que a melhoria da eficiência energética está entre as ações de mitigação de emissões de carbono especificadas pela PEMC, este trabalho visa avaliar as emissões diretas e indiretas e o consumo energético das cadeias produtivas na economia do Estado de São Paulo. Conseqüentemente, este estudo combina dados da Matriz Insumo Produto com o Primeiro Inventário de Gases de Efeito Estufa do Estado de São Paulo (2011) e o Balanço Energético (2010). Todos os dados estão baseados nos valores do ano de 2004. O trabalho avalia três simulações. A primeira simulação compara as emissões totais e energia por unidade de demanda final, já a segunda simulação aplica o mesmo método, porém apenas contabiliza as emissões de energia. A terceira simulação é baseada na massa total de emissões diretas e indiretas e foi determinada por meio dos multiplicadores. Além disso, o efeito total de cada setor está relacionado às emissões diretas e indiretas geradas por uma unidade de demanda final. Baseado nos resultados das três simulações foi possível observar que as emissões indiretas representam quase 30% sobre as emissões totais, e que apesar deste número não ser mais representativo, a responsabilidade do setor é maior se as emissões indiretas forem consideradas. Os resultados da Simulação 1, identificam os setores que se destacam devido a altos geradores de emissões e energia: Outros da indústria extrativa e Cimento, de outro modo, se apenas os geradores das emissões fossem considerados Cimento e Pecuária teriam se destacado com aproximadamente 3,5 GgCO2e emitidos direta e indiretamente por 1 milhão de reais de demanda final. Já, de acordo com a Simulação 2, os setores que se destacam são: Cimento e Frabricação de aço e derivadoscom respectivamente 1,4 GgCO2e e 0,5GgCO2e de emissões totais emitidas por 1 milhão de reais de demanda final. Por fim, na Simulação 3, o setor de Transportes se destaca com 23% das emissões diretas, enquanto é responsável por 9% das emissões indiretas, correspondentes às emissões incorporadas pela demanda por serviços e produtos. Por outro lado, o setor Alimentos e bebidas é o que mais se destaca devido a 17% das emissões indiretas apesar de apresentar apenas 2% do total das emissões diretas. / The Sao Paulo State Climate Change Policy (CCP) was established in 2009. This voluntary policy, independent of any domestic and international accord, was established to reduce greenhouse gas emissions in 2020 by 20%, according to 2005\'s emission levels. Once the energy efficiency improvements are among the carbon mitigation actions specified by CCP, this present work aims to evaluate direct and indirect carbon dioxide equivalent emissions and energy consumption of supply chains in the Sao Paulo State\'s economy. Consequently, this study combines data from the Sao Paulo input-output matrix with the First Greenhouse Gas Emissions Inventory of Sao Paulo State (2011) and the Sao Paulo States Energy Balance (2010). All data used are based on 2004 values. Based on the CCP goal to reduce 20% in total emissions, this work assesses three simulations. The first simulation compares total emissions and energy by each final demand unit, whereas the second simulation applies the same method, but accounts for energy related emissions only. The third simulation is based on total direct and indirect emission mass. In addition, the work presents a comparison between all sectors in terms of their direct and indirect emissions, which is conveyed by emission multipliers. In addition, the total effect of each sector which is related to the direct and indirect emissions generated to one final demand unit, was assessed. Based on the results of the 3 simulations it was possible to see that indirect emissions represent almost 30% of the total emissions, and although this number is not more representative, in some cases sector\'s responsibility is greater if indirect emissions are accounted for. Results from Simulation 1 identify the sectors that stand out because of high energy and emission total effects: Other extractive industry and Cement. In comparision, if only total emissions effect are considered Cement and Livestock sectors stand out with approximately 3.5 GgCO2e emitted direct and indirectly for each 1 mi BRL of final demand, for each sector. Then, according to Simulation 2, the sectors that stand out are: Cement and Steel manufacture and products with respectvely 1.4 GgCO2e and 0.5 GgCO2e of total emissions emitted by each 1 mi BRL consumed by sector. Lastly, on Simulation 3, Transport is the sector that stands out with 23% of direct emissions, and 9% of the sum of indirect emissions, due to embodied emissions on services and products demand. Regarding indirect emissions, Food and beverage stands out, encompassing 17% of the indirect emissions and only 2% of total direct emissions.

Este trabalho utilizou a metodologia Renewable Transport Fuel Obligation (RTFO), desenvolvida pela Renewable Fuels Agency (RFA, 2008), para quantificar o volume de gases de efeito estufa emitido nas etapas do ciclo de vida do etanol: manejo agrícola da cana-de-açúcar, transporte da matéria-prima da lavoura até a usina, beneficiamento industrial, cogeração de energia elétrica e logística até uma base primária de armazenamento. O arcabouço metodológico foi aplicado em cinco diferentes regiões do Estado de São Paulo, o maior produtor brasileiro: Araçatuba, Assis, Ribeirão Preto, Jaú e Piracicaba. Ademais, objetivou-se examinar o impacto relativo que os seguintes tópicos têm nas emissões de gases de efeito estufa no ciclo de vida do etanol: (1) localização da produção de cana-de-açúcar; (2) utilização de diferentes combustíveis na etapa do manejo agrícola da cana-de-açúcar; (3) extinção da prática de queimar o canavial na fase da pré-colheita; e (4) utilização de uma logística intermodal para distribuir o etanol até uma base primária de armazenamento. No cenário base, considerou-se a utilização de óleo diesel no manejo agrícola da cana-de-açúcar, a prática de queimar previamente o canavial na fase da pré-colheita e a logística rodoviária para transportar o etanol das regiões produtoras até uma base primária de armazenamento localizada no porto de Santos-SP. Já para a análise de sensibilidade dos parâmetros de emissões, os demais cenários contemplam as possíveis combinações entre o uso de biodiesel no manejo agrícola (B20 ou B100), extinção da queima do canavial na fase da pré-colheita e logística rodo-ferroviária. Constatou-se que, independentemente do cenário analisado, em média, a maior parcela das emissões de gases de efeito estufa no ciclo de vida do etanol foi proveniente do manejo agrícola da cana-de-açúcar. Devido às características intrínsecas ao solo e a gestão das operações, as emissões são diferentes entre as regiões (amplitude de 60 kg de CO2e/tonelada de etanol). Ademais, essa etapa representou 51% e 62%, quando foi considerado, respectivamente, a logística rodoviária e a intermodalidade rodo-ferroviária para transportar o produto até Santos-SP. A utilização da intermodalidade de transporte rodo-ferroviária para distribuição do etanol corroborou para a minimização de gases de efeito estufa. Considerando a média dos cenários analisados, essa redução chegou a 13% no ciclo de vida e a 74% apenas na etapa da logística. Por fim, observou-se que existe minimização no volume de gases lançados na atmosfera em decorrência da sinergia entre o consumo de biodiesel B100 no manejo agrícola da cana-de-açúcar, a extinção da prática da queima do canavial na fase da pré-colheita e a utilização de logística intermodal rodo-ferroviária para se transportar o produto até uma base de armazenamento em Santos-SP. Em média, o volume de gases de efeito estufa emitidos diminuíram em 43% no ciclo de vida do etanol. / This thesis adopts the Renewable Transport Fuel Obligation (RTFO) methodology, developed by the Renewable Fuels Agency (RFA, 2008), to quantify the volume of greenhouse gases that are emitted during the following stages of the ethanol life-cycle: 1) sugarcane farm management, 2) transportation of the raw material from the field to the mill, 3) industrial processing, 4) co-generation of electricity, and 5) logistics to the primary storage base. The methodology is applied over five different regions of the State of São Paulo, the largest ethanol producing State in Brazil: Araçatuba, Assis, Ribeirão Preto, Jaú e Piracicaba. Furthermore, this thesis aims to exam the following impacts related to the greenhouse gases emitted by the stages of ethanol life-cycle: (1) sugar production location; (2) usage of different fuels at the stage of sugarcane farm management; (3) extinction of the practice of burning the sugarcane field during the pre-harvest; and (4) utilization of intermodal logistics in order to transport the end-product to a primary storage base. In the base scenario, it is assumed 1) the utilization of diesel oil in the farm management of sugarcane, 2) the practice of previously burning the sugarcane field in the pre-harvest and 3) the road logistics to transport ethanol from the producing regions to a primary storage base located in the port of Santos-SP. To analyze the sensibility of emission parameters, other scenarios comprehend the possible combinations between the usage of biodiesel in farm management (B20ou B100), as well as the extinction of the practice of burning the sugarcane field in the pre-harvest and road-rail logistics. It was verified that, on average, regardless of the analyzed scenario, the largest portion of greenhouse gas emissions during the ethanol life cycle is concentrated at the sugarcane farm management stage. Due to the intrinsic characteristics of the soil and the required operations management, the emissions differ between regions (amplitude of 60 kg CO2e/ton of ethanol). Moreover, when both, road logistics and road-rail intermodality to transport the product to Santos-SP are considered, this stage represents 51% and 62%, respectively. The utilization of road-rail transportation intermodality to distribute ethanol contributes to the reduction of greenhouse gas emission. By considering the average of analyzed scenarios, this reduction achieves 13% during the life cycle and 74% only during the logistics stage. Finally, it was observed that there is a reduction on the volume of gases emitted into the atmosphere as a result of synergy among the use of biodiesel B100 in sugarcane farm management, the extinction of the practice of burning the sugarcane field in the pre-harvest and the utilization of intermodal logistic in order to transport the product to a primary storage base in Santos-SP. On average, the emitted volume of greenhouse gas decreases by 43% in the life cycle of ethanol.

O transporte rodoviário é uma das atividades econômicas do homem que mais contribuem para a emissão de Gases de Efeito Estufa (GEE) na atmosfera. Sabe-se que a emissão de CO2 está diretamente vinculada ao consumo de combustível. Por isso, é possível encontrar uma série de trabalhos que objetivam diminuir as emissões por meio da redução do consumo de combustível dos veículos. A otimização de rotas é uma importante ferramenta para essa redução e, consequentemente, possibilita minimizar as emissões dos veículos. Esta pesquisa tem como objetivo aplicar em uma empresa líder na distribuição de revistas no país o PRP, que é um modelo de minimização do consumo de combustível/emissão de GEE por meio de ajustes das variáveis como velocidade média, quantidade de carga transportada, distância percorrida e inclinações das vias. Como a maioria das metodologias de estimativa de combustível existentes na literatura não considera a inclinação das vias nos seus cálculos, neste trabalho foi necessário desenvolver uma metodologia para incluí-la no modelo. Testes foram efetuados com variações nas janelas de tempo, e o modelo mostrou-se sensível a cada uma das variáveis analisadas, gerando economias em 100% das rotas estudadas. / Road transport is one of the biggest contributors of Greenhouse Gases emissions of all humans economic activities. It is known that CO2 emissions are directly related to fuel consumption, so that is why it is possible to find a series of studies that aims to reduce emissions by reducing vehicles fuel consumption. Route optimization is an important tool for reducing fuel consumption and hence emissions. This research aims to implement the PRP model in a leading company in the country, which is a model that minimizes fuel consumption/GHG emissions through adjustments of variables such as average speed, pay load, distance traveled and slopes of the road. Most existing fuel estimation methodologies found in the literature does not consider the slope of the roads in their calculations. So in this research it was necessary to develop a methodology to include it in the model. Tests were performed with variations in the time windows and the model was sensitive to each of the variables analyzed, generating savings on 100% of the studied routes.

The work deals with the critical assessment of the requirement of Council Directive 1999/31/EC on the landfill of waste for a gradual reduction in landfilling of biodegradable municipal waste (BMW). The aim of this work was to evaluate this requirement in terms of economic efficiency using the meta-analysis of selected complex studies based on cost-benefit analysis. Studies focused on natural and technical parameters and available specific data for Czech Republic of particular ways of processing BMW were also used for finding of private and social costs and benefits balance. Based on the results of this balance is not possible to decide whether fulfillment of the requirement will increase economic efficiency. Results are calculated from large number of input values, some of which shows significant variability. Oxidation rate of uncaptured CH4 in the process of landfilling BMW is characteristic example. This parameter varies between values 10 % and 90 %. While for value 10 % would separate collection of biowastes and its composting presented option with higher economic efficiency, for value 90 % is the result opposite.

A questão em torno do aquecimento global vem preocupando a sociedade mundial,sendo que os governantes e ambientalistas têm intensificado estudos e aplicações de medidas para tentar minimizar os efeitos das emissões de gases de efeito estufa na atmosfera. O setor de transporte é o segundo maior consumidor de energia, pois é muito dependente de combustíveis fósseis, que emitem quantidade elevada de CO2. O setor sucroenergético é um importante gerador de divisas para o país, sendo que a receita em 2010 foi de R$ 50 bilhões e as exportações alcançaram US$ 13,8 bilhões. O açúcar é um importante produto da pauta agrícola, o país exporta aproximadamente 70% da sua produção. O etanol é um importante gerador de energia, e consegue minimizar as suas emissões durante seu ciclo produtivo em até 90%, quando comparado a gasolina, seu principal concorrente. Dada a importância do transporte nas emissões de gases de efeito estufa e a possibilidade da mudança de modalidade reduzir essas emissões, o objetivo desta tese é estimar os benefícios da redução das emissões de CO2, a partir da mudança da matriz de transporte,para o setor sucroenergético. Para tanto foi utilizada a metodologia de programação linear, utilizando a otimização para a minimização das emissões e do custo de transporte. O softwar eutilizado foi o GAMS e quatro diferentes cenários para ambos os produtos foi traçado. O primeiro e o segundo foi modelado para a safra 2010/2011 e foi considerada a atual malha de transporte, sendo que a diferença entre os dois foi que no primeiro realizou-se a imposição da quantidade máxima de carga utilizando a intermodalidade com base no que foi escoado no ano 2010 e no segundo liberou-se esse volume. O objetivo é captar qual seria a configuração ideal tanto em termos econômicos como ambiental, caso não houvesse problemas estruturais e de infraestrutura para a utilização mais intensa de mais de um modal de transporte. No terceiro e quarto cenário foi utilizada uma estimativa para a safra 2020/2021, sendo que a diferença entre as duas modelagens foi que no terceiro manteve-se a mesma infraestrutura atualmente observada e no último expandiu-se as rotas intermodais passíveis de serem utilizadas considerando todas as obras de transporte apresentadas pela iniciativa privada, governo federal e as inseridas no Plano de Aceleração do Crescimento I e II. Os resultados apontaram um trade-off entre custo e emissão quando se compara os resultados da minimização das emissões e da minimização dos custos no mesmo cenário. No entanto, quando se confronta os resultados obtidos entre os cenários propostos verifica-se que é possível reduzir tanto os custos quanto as emissões para ambos os produtos. Para a safra 2020/2021, a simples possibilidade de se utilizar mais intensamente modais de transporte diferentes do rodoviário possibilitaria atingir em apenas três anos a redução de 6,6 milhões de toneladas de CO2 e R$ 3,3 bilhões no escoamento do açúcar e etanol. A mitigação através da mudança de modal poderia inserir o setor no mercado de carbono e conquistar mercados preocupados em obter produtos sustentáveis. / Global warming is a major and growing concern around the world, with governments and environmentalists intensifying studies involving measures aimed at minimizing the effects of greenhouse gas emissions into the atmosphere. Among major sectors, transportation is the second largest energy user and it remains highly dependent on fossil fuels that emit high amounts of CO2. The sugarcane industry is an important source of export revenues for Brazil: while total revenues for 2010 reached US$ 25 billion, about US$ 13.8 billion of that was generated by exports. Sugar is a key agricultural product on the Brazilian export agenda, with about 70% of production shipped to other countries. Ethanol, also produced from sugarcane, is a major ingredient of the countrys energy mix, which can also minimize emissions through its lifecycle by up to 90% compared to gasoline, its main competitor at the pump. Given the importance of transportation in greenhouse gas emissions and the possibility of diversifying transportation systems to achieve emission reductions, the goal of this thesis is to estimate the benefits the sugar-energy industry of reducing CO2 emissions through a diversification of transportation methods utilized by the industry. A methodology that relies on linear programming was used, aimed at optimization in order to minimize emissions and transportation costs. GAMS, a widely used software in linear programming, was utilized to construct four different scenarios for both products. Scenarios one and two covered the 2010/2011 harvest and considered the current transportation network, the difference being that scenario one considered a fixed cargo ceiling and various transport modes while scenario two, the cargo ceiling was eliminated. The idea was to arrive at an ideal configuration in both economic and environmental terms, considering no structural or infrastructure obstacles to more intense utilization of different modes of transport. Scenarios three and four relied on a long-range estimate for the 2020/2021 sugarcane harvest, the main difference between the two models being that model three is based on the same infrastructure that currently exists while model four considers an expansion of possible routes involving various transport modes that could be used, considering all transportation-related projects launched by private contractors and the federal government, including those that are a part of the governments Accelerated Growth Plans I and II, also known as PAC. The results point to a tradeoff between costs and emissions, when the results of minimizing emissions and costs within the same scenario are compared. However, when results between the proposed scenarios are pitted against one another, it can be concluded that it is possible to cut costs as well as emissions for both sugar and ethanol. In the 2020/2021 harvest, the simple possibility of utilizing a variety of road transport modes that dont involve road transportation would allow for a 6.6 million ton reduction in CO2 emissions, with a R$3.3 billion savings in cost of shipping sugar and ethanol. Mitigation through change transportation mode changes could finally insert the industry in carbon markets, while conquering markets where a greater concern with sustainability already exists.

This research studies variations in biodiesel upon addition of different concentrations of antioxidant and petrodiesel additives. Oxidation onset temperature, oxidation induction time, oxidative stability, thermal stability, crystallization onset temperature and moisture retention properties of the biodiesel, with and without antioxidants have been studied. Antioxidants like BHT, BHA, PrG, Vit E and Vit C were added to the biodiesel during the study. These samples were analyzed using the PDSC, TGA, DSC and TGA-SA instrumentation. The results of this research show an improvement in the OOT, OIT and Oxidative stability of biodiesel with the addition of antioxidants and by blending the biodiesel with different amounts of Petro-diesel. A significant improvement in oxidative stability of biodiesel has been observed with the addition of antioxidants and petrodiesel. There was no significant change noticed in the thermal stability, crystallization and the moisture retention properties of biodiesel. I hope that this research would help improving the oxidative stability of the biodiesel. The results from the analysis made in this study would also be helpful in designing a better antioxidant and aid in improving the present experimental methods for the OIT and thermal analysis.

The first part of this thesis relies on stated and revealed preference survey results across a sample of U.S. households to first ascertain vehicle acquisition, disposal, and use patterns, and then simulate these for a synthetic population over time. Results include predictions of future U.S. household-fleet composition, use, and greenhouse gas (GHG) emissions under nine different scenarios, including variations in fuel and plug-in-electric-vehicle (PHEV) prices, new-vehicle feebate policies, and land-use-density settings. The adoption and widespread use of plug-in vehicles will depend on thoughtful marketing, competitive pricing, government incentives, reliable driving-range reports, and adequate charging infrastructure. This work highlights the impacts of various directions consumers may head with such vehicles. For example, twenty-five-year simulations at gas prices at $7 per gallon resulted in the highest market share predictions (16.30%) for PHEVs, HEVs, and Smart Cars (combined) — and the greatest GHG-emissions reductions. Predictions under the two feebate policy scenarios suggest shifts toward fuel-efficient vehicles, but with vehicle miles traveled (VMT) rising slightly (by 0.96% and 1.42%), thanks to lower driving costs. The stricter of the two feebate policies – coupled with gasoline at $5 per gallon – resulted in the highest market share (16.37%) for PHEVs, HEVs, and Smart Cars, but not as much GHG emissions reduction as the $7 gas price scenario. Total VMT values under the two feebate scenarios and low-PHEV-pricing scenarios were higher than those under the trend scenario (by 0.56%, 0.96%, and 1.42%, respectively), but only the low-PHEV-pricing scenario delivered higher overall GHG emission estimates (just 0.23% more than trend) in year 2035. The high-density scenario (where job and household densities were quadrupled) resulted in the lowest total vehicle ownership levels, along with below-trend VMT and emissions rates. Finally, the scenario involving a $7,500 rebate on all PHEVs still predicted lower PHEV market share than the $7 gas price scenario (i.e., 2.85% rather than 3.78%). The second part of this thesis relies on data from the U.S. Consumer Expenditure Survey (CEX) to estimate the welfare impacts of carbon taxes and household-level capping of emissions (with carbon-credit trading allowed). A translog utility framework was calibrated and then used to anticipate household expenditures across nine consumer goods categories, including vehicle usage and vehicle expenses. An input-output model was used to estimate the impact of carbon pricing on goods prices, and a vehicle choice model determined vehicle type preferences, along with each household’s effective travel costs. Behaviors were predicted under two carbon tax scenarios ($50 per ton and $100 per ton of CO2-equivalents) and four cap-and-trade scenarios (10-ton and 15-ton cap per person per year with trading allowed at $50 per ton and $100 per ton carbon price). Results suggest that low-income households respond the most under a $100-per-ton tax but increase GHG emissions under cap-and-trade scenarios, thanks to increased income via sale of their carbon credits. High-income households respond the most across all the scenarios under a 10-ton cap (per household member, per year) and trading at $100 per ton scenario. Highest overall emission reduction (47.2%) was estimated to be under $100 per ton carbon tax. High welfare loss was predicted for all households (to the order of 20% of household income) under both the policies. Results suggest that a carbon tax will be regressive (in terms of taxes paid per dollar of expenditure), but a tax-revenue redistribution can be used to offset this regressivity. In the absence of substitution opportunities (within each of the nine expenditure categories), these results represent highly conservative (worst-case) results, but they illuminate the behavioral response trends while providing a rigorous framework for future work. / text

The results from this study show that it is possible to obtain data series on the steel scrap collection based on mass balance model on the crude steel production figures by steelmaking reactor type and additional knowledge on process metallurgy as well as information on inputs and outputs into the reactors with an area correlation coefficient of 0,91 compared to data obtained from trade statistics. Furthermore, the study shows that based on a new method it is possible to calculate the time duration of mass flows on a continuous basis. Furthermore, two complementary statistical dynamic material flow models that can be used to calculate the societal recycling rates of steel was constructed. These statistical models contribute to a standardized way of obtaining consistent results. The new models are able to segregate the non-recirculated amounts of steel into the hibernating steel stock available for future collection from the amounts of losses based on statistics. The results show that it is possible to calculate the amounts of steel scrap available for steelmaking at a given point in time. In addition, based on the new models it is possible to calculate recycling trends in society. Also, the models are able to calculate robust forecasts on the long-term availability of steel scrap, and test if forecast demand of steel scrap exceeds a full recovery. This due to that the steel scrap generation is a function of the collection rate of steel scrap. Also, a method for obtaining representative samplings on the alloy content in steel scrap called random sampling analysis (RSA) was developed. The results from the RSA show that it is possible to optimize the recovery of valuable elements in the production process of steelmaking based on the information on the composition of steel scrap. / <p>QC 20151020</p>

Magistrinio darbo pirmojoje dalyje iškeliama klimato kaitos problema, apžvelgiami pagrindiniai tarptautiniai susitarimai, kurių pagrindu formuojama šiltnamio dujų prekybos sistema Europos Sąjungoje. Šioje dalyje nagrinėjamos taršos mažinimo priemonės – lankstieji Kioto protokolo mechanizmai (bendro įgyvendinimo ir švarios plėtros) bei jų metu sukuriami šiltnamio dujų prekybos sistemos objektai. Antrojoje darbo dalyje apibrėžiama, kas yra šiltnamio dujų prekybos sistema - aptariami jos įkūrimo Europos Sąjungoje etapai ir ypatybės. Aiškinamasi, kokie šiltnamio dujų prekybos sistemą reglamentuojantys teisės aktai yra priimti Lietuvos Respublikoje bei kokie mechanizmai nėra numatyti. Šioje dalyje išsamiai nagrinėjami šiltnamio dujų prekybos sistemos objektai ir jų sukūrimą reglamentuojančios Europos Parlamento ir Tarybos direktyvos 2004/101/EB dėl Kioto protokolo projektų mechanizmų principai. Remiantis Europos Sąjungos teisės aktais, daromos apibendrintos išvados dėl dar nenumatytų šiltnamio dujų prekybos galimybių nacionaliniuose teisės aktuose. Trečiojoje magistrinio darbo dalyje pateikiama pirmųjų šiltnamio dujų prekybos sistemos metų Lietuvoje analizė, pateikiami 2005-2007 ir 2008-2012 metų laikotarpių nacionalinių paskirstymo planų pagrindiniai skirtumai. Šioje darbo dalyje analizuojamos taršos mažinimo priemonių įgyvendinimo galimybės bei apžvelgiamos Lietuvos šiltnamio dujų prekybos administravime dalyvaujančios institucijos. Remiantis atlikta analize ir šiltnamio dujų... [to full text] / The problem of climate change is raised in the first part of the thesis and the main international treaties are overviewed. These treaties lay the basis for emissions trading system in the European Union. Means for emissions reduction: Kyoto mechanisms (joint implementation and clean development) and created objects of emissions trading system while implementing mechanisms are reviewed. In the second part of the thesis greenhouse gas emissions trading system is described and stages and features of its creation in the European Union are discussed. Legal acts of emissions trading system of the Republic of Lithuania are explained and not foreseen possibilites for implementation of Kyoto mechanisms are overwied. Objects of emissions trading system are described detaily together with principles of Kyoto mechanisms and Directive 2004/101/EC of the Eurpean Parliament and of the Council for Kyoto Protocol‘s project mechanisms. Refering to legal acts of the European Union, conclusions for possibilities of implementation of Kyoto mechanisms which are not foreseen in national law system are drawn. In the third part of the thesis the analysis of the first year of emissions trading system in Lithuania are overwied, main differences of national allocation plans for 2005-2007 and 2008- 2012 periods are presented. The possibilities for emissions reduction are analysed and administrative system of institutions of emissions traning system in Lithuania is overviewed. Conclussions and... [to full text]