This thesis develops suitable approaches to conduct environment-related research in organisations, as well as systematic means for understanding the emergent phenomenon of ecological modernisation in industrialised societies. The study is organised in two distinct parts: While Part I deals with environment-related theories and practices in (and around) modern organisations, Part II situates such theories and practices in an analysis of the context of the European automobile industry. The research problem is defined through several stages. The research questions driving Part I are premised on the exploratory nature of the study, developed in an unfolding interplay between the review of the literature, the collection of secondary and (exploratory) primary data, and the analysis and interpretation of the data. As the initial question is answered by reviewing the literature and interpreting the primary and secondary data, another question arises from the process, which then requires further research. Part II of the study departs from a proposition based on ecological modernisation theory, that pro-active environmental practices in corporations are part of a broader emergent sociological phenomenon, typical of modern industrialised societies. It analyses a specific socio-technical context that, hypothetically, is undergoing such process - that of the European automobile industry. Hence, the development of Part II aims at answering the following principal research question: Why is the European automobile industry undergoing ecological modernisation? Analytically, the concept of automobile field is proposed to establish a link between the product (automobile) and the context embedding its systems of production and consumption (field). The exploratory character of the study implied that the most adequate research procedures were of a qualitative nature. A combination of grounded theory and reflexive methodology is used to orientate the overall research process, which introduces a novel approach for the triangulation of qualitative data. Together, the chapters forming Part II of the thesis answer the principal research question. The fundamental technologies of the current technological regime of the automobile, as well as the economic and environmental implications of this regime are analysed. Then, an analysis of selected pilot programs to develop and commercialise electric vehicles, as well as schemes for the management of end-of-life vehicles in the Western European context is developed. Through the interplay between data collection and analysis, the thesis designs an analytical framework, built upon contingent factors, as well as circuits of political ecology, that foster or inhibit ecological modernisation in the automobile field. The study showed that the auto industry has developed incremental technological innovations and practices that resemble the pre-requisites for ecological modernisation. Radical innovations, however, are more likely to be initiated by outsiders. The concepts inherited from the past and reproduced in the present practice of car design explains such a situation as one that imposes a specific set of technologies on car manufacturing that require high levels of investment in systems of production. Such design paradigm not only imposes high break-even points for most car models; they also result in vehicles with extremely low environmental performance and entail serious limitations for increasing recycling rates of non-metallic parts. The characteristics of ecological modernisation in the European automobile industry are used to evaluate whether this phenomenon is conducive to sustainable industrial development. As an implication of this analysis, the concluding chapter presents suggestions for the enhancement of ecological modernisation theory. Fallibility is proposed as both a source of reflection about the appropriation of knowledge and a principle that can be used for the definition of eco-modernising strategies and actions. The acceptance of fallibility as an immanent characteristic of human action is critical for the approximation of the countervailing theories of ecological modernisation and risk society. Finally, if ecological modernisation is expected to facilitate sustainable industrial development, radical technological innovations may be necessary. Such radicalism in technology may need, however, an incremental institutional reform of modern societies. Together, radical technological innovations and incremental institutional reform constitute the concept of radical reformism, which is suggested for enhancement of the ecological modernisation theory, as well as for the development of its normative programmes.

This thesis develops suitable approaches to conduct environment-related research in organisations, as well as systematic means for understanding the emergent phenomenon of ecological modernisation in industrialised societies. The study is organised in two distinct parts: While Part I deals with environment-related theories and practices in (and around) modern organisations, Part II situates such theories and practices in an analysis of the context of the European automobile industry. The research problem is defined through several stages. The research questions driving Part I are premised on the exploratory nature of the study, developed in an unfolding interplay between the review of the literature, the collection of secondary and (exploratory) primary data, and the analysis and interpretation of the data. As the initial question is answered by reviewing the literature and interpreting the primary and secondary data, another question arises from the process, which then requires further research. Part II of the study departs from a proposition based on ecological modernisation theory, that pro-active environmental practices in corporations are part of a broader emergent sociological phenomenon, typical of modern industrialised societies. It analyses a specific socio-technical context that, hypothetically, is undergoing such process - that of the European automobile industry. Hence, the development of Part II aims at answering the following principal research question: Why is the European automobile industry undergoing ecological modernisation? Analytically, the concept of automobile field is proposed to establish a link between the product (automobile) and the context embedding its systems of production and consumption (field). The exploratory character of the study implied that the most adequate research procedures were of a qualitative nature. A combination of grounded theory and reflexive methodology is used to orientate the overall research process, which introduces a novel approach for the triangulation of qualitative data. Together, the chapters forming Part II of the thesis answer the principal research question. The fundamental technologies of the current technological regime of the automobile, as well as the economic and environmental implications of this regime are analysed. Then, an analysis of selected pilot programs to develop and commercialise electric vehicles, as well as schemes for the management of end-of-life vehicles in the Western European context is developed. Through the interplay between data collection and analysis, the thesis designs an analytical framework, built upon contingent factors, as well as circuits of political ecology, that foster or inhibit ecological modernisation in the automobile field. The study showed that the auto industry has developed incremental technological innovations and practices that resemble the pre-requisites for ecological modernisation. Radical innovations, however, are more likely to be initiated by outsiders. The concepts inherited from the past and reproduced in the present practice of car design explains such a situation as one that imposes a specific set of technologies on car manufacturing that require high levels of investment in systems of production. Such design paradigm not only imposes high break-even points for most car models; they also result in vehicles with extremely low environmental performance and entail serious limitations for increasing recycling rates of non-metallic parts. The characteristics of ecological modernisation in the European automobile industry are used to evaluate whether this phenomenon is conducive to sustainable industrial development. As an implication of this analysis, the concluding chapter presents suggestions for the enhancement of ecological modernisation theory. Fallibility is proposed as both a source of reflection about the appropriation of knowledge and a principle that can be used for the definition of eco-modernising strategies and actions. The acceptance of fallibility as an immanent characteristic of human action is critical for the approximation of the countervailing theories of ecological modernisation and risk society. Finally, if ecological modernisation is expected to facilitate sustainable industrial development, radical technological innovations may be necessary. Such radicalism in technology may need, however, an incremental institutional reform of modern societies. Together, radical technological innovations and incremental institutional reform constitute the concept of radical reformism, which is suggested for enhancement of the ecological modernisation theory, as well as for the development of its normative programmes.

The research field of industrial ecology studies energy and material flows within and between different systems in our society while the concept of industrial ecology strives toward mimicking similar flows in natural eco-systems. Industrial ecology can be a means of achieving decoupling between economic growth and environmental impact within the industry sector. A sub-field of industrial ecology is industrial symbiosis which focuses on material, energy and water exchanges between traditionally separate actors in order to achieve economic and environmental benefits. Energy provider E.ON is a part of the industrial symbiosis network on Händelö outside of Norrköping. E.ON also has operations in the Northern Harbour industrial area in Malmö, and sees an opportunity for the development of industrial symbiosis in that area which has unexploited land. The aim of this thesis is to explore how a private actor can influence the industrial development of an area to facilitate the formation of industrial symbiosis connections. This is done by studying the emergence and development of industrial symbiosis in Händelö and how different actors have influenced that development, as well as the conditions for such development in the Northern Harbour. Industrial symbiosis in Händelö has evolved spontaneously because of profitability in each connection. This study shows that the establishment of Agroetanol’s ethanol pilot plant next to Händelöverket was an enabling event in the development of the industrial symbiosis network. The diversity of fuels used in Händelöverket, and the number of energy products that it provides suggest that it served as a so called anchor tenant in this development, attracting Agroetanol with its availability of steam produced from renewable fuels. This was one important aspect for the establishment of Agroetanol. Political instruments such as a tax exemption on Agroetanol’s plant and CO2 and energy taxes on fossil fuels have also contributed to this development. Conditions for industrial symbiosis in the Northern Harbour in Malmö are quite different from those in Norrköping. An important difference is that industrial symbiosis has been recognized as a tool for sustainability and might be considered when planning the unexploited land. There are however many interest in this land, especially by the port company CMP and the City of Malmö’s Real Estate Office who have invested large sums in expanding the port business. They prefer goods intensive businesses that utilize the infrastructure provided by the port and railway in the area. Malmö has also set some ambitious environmental targets to be fulfilled 2030. They create a need to transition from the partly natural gas powered energy system today to one based on renewable fuels. There are also opportunities in a gasification plant which is planned by E.ON, and an EU-funded project seeking to make use of the biofuels potentials of port sites by using industrial symbiosis. The conclusions of the study are that there are ways for a private actor to influence industrial symbiosis development. Some that have been identified in this work are: As an anchor tenant with multiple large input and output streams, by attracting businesses to the area. As an enabler of a biorefinery network with multiple end-products and by-products. As a part of a coordinating entity that aims to facilitate industrial symbiosis.

No description available.

This thesis develops suitable approaches to conduct environment-related research in organisations, as well as systematic means for understanding the emergent phenomenon of ecological modernisation in industrialised societies. The study is organised in two distinct parts: While Part I deals with environment-related theories and practices in (and around) modern organisations, Part II situates such theories and practices in an analysis of the context of the European automobile industry. The research problem is defined through several stages. The research questions driving Part I are premised on the exploratory nature of the study, developed in an unfolding interplay between the review of the literature, the collection of secondary and (exploratory) primary data, and the analysis and interpretation of the data. As the initial question is answered by reviewing the literature and interpreting the primary and secondary data, another question arises from the process, which then requires further research. Part II of the study departs from a proposition based on ecological modernisation theory, that pro-active environmental practices in corporations are part of a broader emergent sociological phenomenon, typical of modern industrialised societies. It analyses a specific socio-technical context that, hypothetically, is undergoing such process - that of the European automobile industry. Hence, the development of Part II aims at answering the following principal research question: Why is the European automobile industry undergoing ecological modernisation? Analytically, the concept of automobile field is proposed to establish a link between the product (automobile) and the context embedding its systems of production and consumption (field). The exploratory character of the study implied that the most adequate research procedures were of a qualitative nature. A combination of grounded theory and reflexive methodology is used to orientate the overall research process, which introduces a novel approach for the triangulation of qualitative data. Together, the chapters forming Part II of the thesis answer the principal research question. The fundamental technologies of the current technological regime of the automobile, as well as the economic and environmental implications of this regime are analysed. Then, an analysis of selected pilot programs to develop and commercialise electric vehicles, as well as schemes for the management of end-of-life vehicles in the Western European context is developed. Through the interplay between data collection and analysis, the thesis designs an analytical framework, built upon contingent factors, as well as circuits of political ecology, that foster or inhibit ecological modernisation in the automobile field. The study showed that the auto industry has developed incremental technological innovations and practices that resemble the pre-requisites for ecological modernisation. Radical innovations, however, are more likely to be initiated by outsiders. The concepts inherited from the past and reproduced in the present practice of car design explains such a situation as one that imposes a specific set of technologies on car manufacturing that require high levels of investment in systems of production. Such design paradigm not only imposes high break-even points for most car models; they also result in vehicles with extremely low environmental performance and entail serious limitations for increasing recycling rates of non-metallic parts. The characteristics of ecological modernisation in the European automobile industry are used to evaluate whether this phenomenon is conducive to sustainable industrial development. As an implication of this analysis, the concluding chapter presents suggestions for the enhancement of ecological modernisation theory. Fallibility is proposed as both a source of reflection about the appropriation of knowledge and a principle that can be used for the definition of eco-modernising strategies and actions. The acceptance of fallibility as an immanent characteristic of human action is critical for the approximation of the countervailing theories of ecological modernisation and risk society. Finally, if ecological modernisation is expected to facilitate sustainable industrial development, radical technological innovations may be necessary. Such radicalism in technology may need, however, an incremental institutional reform of modern societies. Together, radical technological innovations and incremental institutional reform constitute the concept of radical reformism, which is suggested for enhancement of the ecological modernisation theory, as well as for the development of its normative programmes.

This thesis develops suitable approaches to conduct environment-related research in organisations, as well as systematic means for understanding the emergent phenomenon of ecological modernisation in industrialised societies. The study is organised in two distinct parts: While Part I deals with environment-related theories and practices in (and around) modern organisations, Part II situates such theories and practices in an analysis of the context of the European automobile industry. The research problem is defined through several stages. The research questions driving Part I are premised on the exploratory nature of the study, developed in an unfolding interplay between the review of the literature, the collection of secondary and (exploratory) primary data, and the analysis and interpretation of the data. As the initial question is answered by reviewing the literature and interpreting the primary and secondary data, another question arises from the process, which then requires further research. Part II of the study departs from a proposition based on ecological modernisation theory, that pro-active environmental practices in corporations are part of a broader emergent sociological phenomenon, typical of modern industrialised societies. It analyses a specific socio-technical context that, hypothetically, is undergoing such process - that of the European automobile industry. Hence, the development of Part II aims at answering the following principal research question: Why is the European automobile industry undergoing ecological modernisation? Analytically, the concept of automobile field is proposed to establish a link between the product (automobile) and the context embedding its systems of production and consumption (field). The exploratory character of the study implied that the most adequate research procedures were of a qualitative nature. A combination of grounded theory and reflexive methodology is used to orientate the overall research process, which introduces a novel approach for the triangulation of qualitative data. Together, the chapters forming Part II of the thesis answer the principal research question. The fundamental technologies of the current technological regime of the automobile, as well as the economic and environmental implications of this regime are analysed. Then, an analysis of selected pilot programs to develop and commercialise electric vehicles, as well as schemes for the management of end-of-life vehicles in the Western European context is developed. Through the interplay between data collection and analysis, the thesis designs an analytical framework, built upon contingent factors, as well as circuits of political ecology, that foster or inhibit ecological modernisation in the automobile field. The study showed that the auto industry has developed incremental technological innovations and practices that resemble the pre-requisites for ecological modernisation. Radical innovations, however, are more likely to be initiated by outsiders. The concepts inherited from the past and reproduced in the present practice of car design explains such a situation as one that imposes a specific set of technologies on car manufacturing that require high levels of investment in systems of production. Such design paradigm not only imposes high break-even points for most car models; they also result in vehicles with extremely low environmental performance and entail serious limitations for increasing recycling rates of non-metallic parts. The characteristics of ecological modernisation in the European automobile industry are used to evaluate whether this phenomenon is conducive to sustainable industrial development. As an implication of this analysis, the concluding chapter presents suggestions for the enhancement of ecological modernisation theory. Fallibility is proposed as both a source of reflection about the appropriation of knowledge and a principle that can be used for the definition of eco-modernising strategies and actions. The acceptance of fallibility as an immanent characteristic of human action is critical for the approximation of the countervailing theories of ecological modernisation and risk society. Finally, if ecological modernisation is expected to facilitate sustainable industrial development, radical technological innovations may be necessary. Such radicalism in technology may need, however, an incremental institutional reform of modern societies. Together, radical technological innovations and incremental institutional reform constitute the concept of radical reformism, which is suggested for enhancement of the ecological modernisation theory, as well as for the development of its normative programmes.

Doctor of Philosophy (PhD) / Developing an approach that delivers improved environmental performance for metal cycles is the aim of this thesis. Integral to the sustainable use of metals is the need to reduce environmental impacts associated with the mining, refining and recycling activities that supply metal to the economy. Currently, the links between the location and duration of these activities, their resultant impacts and the responsible parties are poorly characterised. Consequently, the changes to technology infrastructure and material flow patterns that are required to achieve sustainable metal cycles remain unclear to both industry and government actors. To address this problem, a holistic two-part methodology is developed. Firstly, a reference schema is developed to address the complexity of structuring analyses of the material chain at different geographical and time scales. The schema identifies actors and system variables at each scale of analysis and guides the level of information detail and performance indicators to be used in material chain characterisation. Material chain characterisation involves modelling material and energy flows for current activities as a series of connected nodes and linking these flows to resultant environmental impacts. The approach identifies the material chain activity responsible for each environmental impact and makes trade-offs between impacts explicit. Sensitivity analysis of the models identifies the key variables that enhance performance. The influence of actors over these variables is assessed to target areas for improvement. This first part of the methodology is illustrated using case studies that assess the current performance of copper material chain configurations at different geographical scales within the reference schema. The analysis of global material and energy flows indicates that the majority of environmental burden in the copper material chain is attributable to primary refining of metal from ore. Modelling of the dominant primary refining technologies using region-specific information for ore grade, technology mix and energy mix reveals that the total environmental impact differs by factors of 2–10 between world regions. The study of refined copper imports to Europe from various regions outside of Europe reveals that lower global warming impacts are achieved at the expense of increased local impacts from the producing regions. Overall, only limited improvements are possible without investing in new technology infrastructure. Evaluation of an innovative copper refining technology finds that collaboration with clean energy suppliers reduces global warming impacts more than changing process design parameters. To better assess the local impacts that are directly controllable by the technology operator, a new indicator incorporating the stability of solid waste is developed. In the second part of the methodology, the link established between actors, their control over key system variables and resultant impacts is used to design preferred future configurations for the material chain. Dynamic models are developed to evaluate transition paths towards preferred futures for individual and collaborative action by industry in the context of externally changing variables (for example, increasing demand for copper and declining available ore grades). Both new copper technology infrastructure and new material flow patterns are assessed in transitions toward preferred futures for a case study of the United States. The improvements resulting from the introduction of new primary refining technology by individual actors are negated by increasing impacts from declining copper ore grades over time. Achieving a combined reduction in local and global environmental impacts requires collaboration between industry actors to immediately increase the recycling of secondary scrap. Significantly, this methodology links actor decisions with their impacts across scales to prompt accountability for current performance and guide useful collaborations between actors. The methodology then delivers a comprehensive assessment of the scale and timing of required interventions to achieve more sustainable metal cycles.

Thesis (Ph. D.)--Rutgers University, 2007. / "Graduate Program in Mechanical and Aerospace Engineering." Includes bibliographical references (p. 93-97).

Thesis (PhD)--University of Stellenbosch, 2006. / Bibliography. Also available via the Internet.

Submitted by Nadir Basilio (nadirsb@uninove.br) on 2016-07-01T14:16:16Z No. of bitstreams: 1 Ricardo Scherrer Tome.pdf: 1340666 bytes, checksum: 3fc9a9ddc1787e9e83dbcabc4bc35c90 (MD5) / Made available in DSpace on 2016-07-01T14:16:16Z (GMT). No. of bitstreams: 1 Ricardo Scherrer Tome.pdf: 1340666 bytes, checksum: 3fc9a9ddc1787e9e83dbcabc4bc35c90 (MD5) Previous issue date: 2016-02-29 / The process of vehicle assembly in Brazil is led by transnational companies that follow strict quality systems on manufacturing plants. These systems are inserted directly standards related to environmental issues, procedures and audits processes are performed periodically to ensure that the harmful impacts on the environment are minimized. However, what the true extent of environmental practices? What the true extent of environmental practices? Is it possible observe effective controls on manufacturers, due to its structure and power of investment, what about your supply chain? The pressure for lower costs for acquisition of auto parts destined for assembly of vehicles, creates a competitive environment in the supply chain where their members generate great efforts to meet the requirements linked to environmental issues, requirements that can interfere with productivity requiring changes on production processes, high investments in equipment for waste treatment and specialized personnel for implementation and monitoring of requirements relating to environmental protection. In this context, the concept of Industrial Ecology, in order to check out beyond the gates of the manufacturing plants, inside the factories of the first and second tier of suppliers of auto parts, if there are integrated environmental practices. This dissertation conducted a field survey in the first and second tier of parts suppliers called Tier1 and Tier2, if noting that the industrial ecology practices are over-represented in companies Tier 1 than in Tier 2 companies, and the barriers that hinder the adoption of IE practices are more present on suppliers Tier 1 than Tier 2 companies, making it possible to conclude that the pressure from automakers are focused on the Tier 1 suppliers that despite barriers that hinder the adoption of the IE practices, they have three times more practical than its suppliers Tier 2 that limited service internal practices of IE. The methodology used was the survey method in 110 companies in the Brazilian automotive industry and the analysis and discussion of the data were made by means of structural equations using the PLS system. / O processo de montagem de veículos no Brasil é liderado por empresas transacionais que seguem rigorosos padrões de qualidade em suas plantas industriais. Nestes padrões estão inseridas normas diretamente ligadas às questões ambientais. Procedimentos e auditorias em processos produtivos são realizados periodicamente para garantir que os impactos nocivos ao meio ambiente sejam minimizados. Entretanto, qual a verdadeira extensão das práticas ambientais? A pressão por baixos custos para aquisição das autopeças destinadas a montagem de veículos, cria um cenário competitivo na cadeia de fornecimento onde seus integrantes geram grandes esforços para atendimento aos requisitos ligados a questões ambientais. Neste contexto, surge o conceito de Ecologia Industrial, com o objetivo de verificar além dos portões das montadoras, no interior das instalações dos fornecedores das primeiras e segundas camadas de autopeças, se existem práticas ambientais integradas. Este trabalho desenvolveu uma pesquisa de campo nas primeiras e segundas camadas de fornecedores de autopeças denominados Tier1 e Tier2, constatando-se que as práticas da ecologia industrial são mais presentes nas empresas Tier 1 do que nas empresas Tier 2 e que as barreiras que prejudicam a adoção das práticas da EI são mais presentes nos fornecedores Tier 1 do que nas empresas Tier 2, possibilitando concluir que a pressão das montadoras está voltada para os fornecedores Tier 1 que apesar de barreiras que prejudicam a adoção de práticas da EI, possuem três vezes mais práticas que seus fornecedores Tier 2 que se limitam ao atendimento de práticas internas da EI. A metodologia utilizada foi o método survey em 110 empresas do setor automotivo brasileiro e a análise e discussão dos dados foram feitas por meio de equações estruturais utilizando o sistema PLS.