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.

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.

Uma parcela significativa da energia gasta no Brasil está relacionada ao consumo industrial (40,6%). Este trabalho propõe a mostrar um dos muitos caminhos para se obter a redução no consumo de energia elétrica na indústria e, com isso, diminuir as emissões associadas à geração, transmissão e consumo deste recurso. A busca da indústria pela eficiência energética, aliada às práticas econômicas, sociais e ambientais adequadas, pode colocá-la no caminho da sustentabilidade. A emissão de CO2/kWh foi o indicador escolhido para monitorar o comportamento do consumo de energia no desenvolvimento dos dois estudos de caso. O principal objetivo destes casos foi a redução das emissões de gases do efeito estufa por meio do uso eficiente da energia elétrica. No primeiro caso um sistema de moagem de polpa de celulose usada na fabricação de fraldas foi substituído por outro mais eficiente, obtendo-se uma redução no consumo de energia de 60%, o que gera uma redução estimada das emissões de CO2 de 80 t/ano. No segundo caso, o sistema de vácuo da formação da fralda foi trocado por outro mais eficiente, conseguindo-se uma redução de 56% no consumo de energia, com a conseqüente redução estimada de emissão de CO2 de 74 t/ano. Nestes casos observou-se que a utilização eficiente de fontes de energia, além de gerar um menor nível nas emissões de gases do efeito estufa, também contribui para a redução dos custos industriais. / A significant fraction of the energy spent in Brazil is associated with industrial consumption (40.6%). The purpose of this work is to demonstrate one of many ways to reduce electric energy consumption by the industry and, as consequence, reduce emissions associated with generation, transmission, and consumption of this resource. The search of energetic efficiency, coupled with economical, social, and environmental practices can shift the industry in the direction of a sustainability path. The emission of CO2/kWh was chosen as a sustainability indicator to monitor the energy consumption pattern during the development of this research. The main objective was to assess the reduction of the greenhouse gas emission, associated with a higher electric energy efficiency consumption strategy adopted in two cases that were analyzed. At the first case, a cellulose pulp milling system, used at a diaper manufacturing process, was replaced by another system with higher efficiency. The reduction in energy consumption reached 60%, and reduced greenhouse gas emissions in an estimated 80 ton/year. At the second case, a fan of the diaper vacuum system was also replaced by a more efficient system. The energy consumption decreased 56%, resulting in a greenhouse gas emissions reduction of 74 ton/year. These results demonstrate the relationship between adopting more energy efficient system, and the reduction in greenhouse gas emissions, that moreover, contributes to industrial cost reduction.

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.

La fabrication de pièces automobiles en aluminium des formes complexes telles que les culasses de moteur par le procédé de fonderie est effectuée par l'insertion de noyaux en sable durci par des résines (liants) organiques dans un moule métallique et la coulée d'un métal en fusion dans ce moule. Sous l'effet de la température élevée du métal, les résines organiques se décomposent et produisent des dégagements gazeux qui altèrent la qualité des pièces à fabriquer. Jusque tout récemment, la maîtrise des dégagements gazeux survenant pendant le procédé du moulage était basée sur des essais expérimentaux. L'objet du présent travail est d'étudier les dégagements gazeux par simulation numérique. Pour ce faire, nous avons proposé plusieurs modèles numériques. Nous avons introduit un modèle cinétique pour la décomposition thermique des résines organiques. Nous avons développé un modèle général d'écoulements multiphasiques en milieux poreux en utilisant la méthode de prise de moyenne volumique. Quatre modèles de dégagements gazeux, représentant l'écoulement et le transport de gaz dans le noyau sous différents scénarios, sont donnés à partir du modèle général. Des modèles sont également développés pour décrire le couplage de transferts thermiques dans le moule et la pièce à fabriquer avec les dégagements gazeux dans le noyau. L'implémentation des différents modèles dans le logiciel libre OpenFOAM a permis d'obtenir un outil de simulation capable de simuler les dégagements gazeux sous différents scénarios et d'étudier l'impact de plusieurs facteurs tels que le type des résines, la forme de noyau, la perméabilité de sable sur l'évolution de la pression du gaz dans le noyau. / The manufacture of automotive aluminum parts with complex shapes such as cylinder heads of the engine by the casting process is carried out by the insertion of cores made with sand hardened using organic resins (binders) in a metal mold and pouring of molten metal in this mold. As a result of the high temperature of poured metal, organic resins undergo thermal decomposition (pyrolysis) and produce gases which impair the quality of the parts to be manufactured. Until recently, the study of gas emissions occurring during the casting process was based on experimental tests. The purpose of this work is to study the gas emissions by numerical simulation. To do this, we proposed several numerical models. We introduced a kinetic model for the thermal decomposition of organic resins. We have developed a general model of multiphase flow in porous media using the method of volume averaging. Four models of gas emissions representing flow and transport of gas in the core under different scenarios are given from the general model. Models are also developed to describe the coupling of the heat transfer in the mold and the casting with gas emissions in the sand core. The implementation of the various models in the free software OpenFOAM provides a simulation tool that allows to simulate gas emissions under different scenarios and to study the impact of several factors such as the type of resins, core shape, the permeability of the sand on the evolution of the pressure of gas in the core.

Academic institutions have recently organized to address their campus' greenhouse gas emissions. Along those lines, the University of North Texas (UNT) pledged to minimize the campus' environmental impact, and conducted a transportation survey in May 2009. The analyses confirm that commuting to campus was the second highest source (29%) of UNT's greenhouse gas emissions, following purchased electricity (48%). Students, faculty and staff drive over 89 million miles per year, 84% of which comes from students. Forty‐two percent of student driving trips originate in the primary and secondary core areas surrounding Denton, which are partially served by buses. However, because these core areas are in close proximity to the campus, they contribute only 8% of the total student driving distance. Beyond the Denton core, the inner periphery of Denton County contributes another 22% of driving mileage. Students living in the outer periphery (outside Denton County) contribute the remaining 70% of total driving distance, and carpooling is currently their only alternative.

It was not that long ago, just in the first half on the 1990s, when mobile phones were first introduced, being big and expensive. All you could do with them was to make phone calls. Since then mobile devices have experienced a great technological advance: we carry smartphones in our pockets that provide Internet access, having accelerometers that can measure acceleration, a gyroscope that can provide orientation information, different wireless interfaces such as Bluetooth connections, and above all, great computing power. On the other hand, the automobile industry has evolved significantly during the last 10 years. One of the most exciting advances in vehicle development is vehicle-to-vehicle V2V communication, which allows cars to communicate with each other over a dedicated Wi-Fi band, and share information about vehicle speed, route direction, traffic flow, and road and weather conditions. An example of such a system is GM's (General Motors) OnStar, introduced in 1996, and that provides automatic response in case of an accident, stolen-vehicle recovery, remote door unlock, and vehicle diagnostics. Also, the standard On Board Diagnosis (OBD-II), available for several years, allows us to connect to the Electronic Control Unit (ECU) via a Bluetooth OBD-II connector. This connection interface allows connectivity between the smartphone and the vehicle, and can be purchased for just over 15 euros. The spectrum of possibilities that arise when combining the car and the smartphone is unlimited, such as performing the diagnosis of the car by assuming the tasks performed by the car's On Board Unit (OBU), or sending the collected data to a platform where the diagnosis or maintenance of the system can be realized in order to detect possible faults, help you to save gas and reduce environment pollution, and notify you of your car's problems, among other features. The general objective pursued with this doctoral thesis is to help drivers to correct bad habits in their driving. To achieve this we promote the combination between smartphones and vehicular networks to design and develop a platform able to offer useful tips to achieve safer driving and greater fuel economy. It is well-known that intelligent driving can lead to lower fuel consumption, with the consequent positive impact on the environment. The proposal that has been carried out in this doctoral thesis begins with the data capture from the vehicles' OBD-II port and data analysis through the use of graphs, maps, and statistics, both, on the server itself and in the smartphone's application developed. We applied data mining techniques and neural networks to analyze, study and generate a classiffication on driving styles based on the analysis of the characteristics of each specific route used for testing. In a second phase, we demostrate the relationship between fuel consumption and driving style. To achieve that goal, the first thing that we had to realize was how to apply different algorithms for the instantaneous consumption calculation (this parameter cannot be obtained directly from the vehicle ECU). Later, we studied and analyzed all data that was collected from the drivers who shared their monitored data with the server. Although drivers do not recognize themselves as being in a state of anxiety while driving, they are more stressed than in any other daily activity, for example, when trying to stay in the right lane, keeping the car at a certain speed, and starting and stopping the vehicle. In general, drivers are more concentrated than they think, which causes an increase in the heart rate. Many factors influence heart rate while at rest, e.g. stress, medications, medical conditions, even genes play a role. In our study we also investigate how stress and the driving behavior influence the heart rate. So, in the last phase, we demostrate the correlation between heart rate and driving style, showing how the driving style can make the heart rate vary by 3 %. / No hace mucho tiempo, tan sólo en la primera mitad en la década de los 90, cuando los teléfonos móviles aparecieron, eran grandes y caros, todo lo que se podía hacer con ellos era realizar llamadas telefónicas. Desde entonces los dispositivos móviles han experimentado un gran avance tecnológico, llevamos teléfonos inteligentes en el bolsillo con acceso a Internet, acelerómetros que calculan la aceleración instantánea, giroscopios que proporcionan información de orientación, diferentes conexiones inalámbricas como Bluetooth, y sobre todo, gran capacidad de computación. Por otro lado, la industria del automóvil ha evolucionado mucho durante los últimos 10 años. Uno de los avances más interesantes en el desarrollo de vehículos ha sido la conectividad, V2V, o comunicación vehículo a vehículo, permite a los automóviles comunicarse mediante Wi-Fi y compartir información sobre la velocidad del vehículo, la dirección de la ruta actual, el tráfico, así como las condiciones de la carretera y las condiciones ambientales. Por otra parte, el estándar On Board Diagnosis (OBD-II), disponible desde hace varios años, permite conectarnos de forma sencilla a la ECU (Electronic Control Unit) mediante un conector Bluetooth OBD-II. Este interfaz de conexión permite la conectividad entre el dispositivo móvil y el vehículo, se puede adquirir por poco más de 15 euros. El espectro de posibilidades que surgen al combinar el automóvil y el Smartphone es amplísimo, como por ejemplo realizar el diagnóstico del coche a través del móvil asumiendo las tareas que hace la unidad On Board Unit (OBU) del coche, o bien enviar los datos recogidos a una plataforma donde se pueda realizar el diagnóstico o mantenimiento del sistema, detectando posibles fallos puede ayudar a ahorrar en el consumo de combustible, notificar los problemas del coche en tiempo real, entre otras características. El objetivo general que se persigue con esta tesis doctoral es ayudar al conductor a corregir malos hábitos en su forma de conducción. Conseguimos esto mediante la combinación entre smartphones y las redes vehiculares, diseñamos y desarrollamos una plataforma capaz de ofrecer consejos útiles para conseguir una conducción más segura y un mayor ahorro de combustible. Es conocido que una conducción inteligente puede llevarnos a un menor consumo de combustible, con el consiguiente impacto positivo que ello conlleva sobre el medio ambiente. La propuesta que se ha llevado a cabo en esta tesis doctoral comienza con la obtención de los datos desde el OBD-II del coche y su presentación y análisis mediante el uso de gráficas, mapas, estadísticas, tanto en el propio servidor como en la aplicación móvil desarrollada para la obtención de datos recibidos desde la ECU. Se aplicaron técnicas de minería de datos y redes neuronales para analizar, estudiar y generar una clasificación sobre los estilos de conducción en base al análisis de las características de la vía sobre la que ha realizado la ruta. En una segunda fase se demostró la relación entre el consumo de combustible con el estilo de conducción, para ello lo primero que tuvimos que realizar fue aplicar diversos algoritmos para el cálculo del consumo instantáneo, este parámetro no es posible obtenerlo directamente de la ECU del vehículo. Posteriormente se realizó el estudio y el análisis de todos los datos que se recogieron de los conductores que se prestaron a la realización del estudio enviando los datos al servidor. Muchos factores influyen en la frecuencia cardíaca en reposo, por ejemplo, el estrés, los medicamentos, las condiciones médicas, incluso los genes tienen su influencia, el envejecimiento tiende a acelerarlo, y el ejercicio regular tiende a ralentizarlo. En nuestro estudio también investigamos cómo el estrés y el comportamiento en la conducción influyen en la frecuencia cardíaca. En la última fase vemos la correlación existente entre el ri / No fa molt de temps, tan sols en la primera mitat en la dècada dels 90, quan els telèfons mòbils van aparéixer, eren grans i cars, tot el que es podia fer amb ells era realitzar telefonades. Des de llavors els dispositius mòbils han experimentat un gran avanç tecnològic, portem telèfons intel_ligents en la butxaca amb accés a Internet, acceleròmetres que calculen l'acceleració instantània, giroscopis que proporcionen informació d'orientació, diferents connexions sense _ls com Bluetooth, i sobretot gran capacitat de computació. D'altra banda, la indústria de l'automòbil ha evolucionat molt durant els últims 10 anys. Un dels avanços més interessants en el desenrotllament de vehicles ha sigut la connectivitat, V2V, o comunicació vehicle a vehicle, permet als automòbils comunicar-se per mitjà de la banda de Wi-Fi i compartir información sobre la velocitat del vehicle, la direcció de la ruta actual, les condicions del trà_c, així com l'estat de la carretera i les condicions ambientals. D'altra banda l'estàndard On Board Diagnosi (OBD-II), disponible des de fa diversos anys, permet connectar-nos de forma senzilla a l'ECU (Electronic Control Unit) per mitjà d'un connector Bluetooth OBD-II. Esta interfície de connexió permet la connectivitat entre el dispositiu mòbil i el vehicle, es pot adquirir per poc més de 15 euros. L'espectre de possibilitats que sorgixen al combinar l'automòbil i el Smartphone és il_limitat, com per exemple realitzar el diagnòstic del cotxe a través del móvil assumint les tasques que fa la unitat On Board Unit (OBU) del cotxe, o bé enviar les dades arreplegades a una plataforma on es puga realitzar el diagnòstic o manteniment del sistema, detectant possibles fallades, ajuda a estalviar en el consum de combustible, noti_car els problemes del cotxe en temps real, entre altres característiques. L'objectiu general que es perseguix amb esta tesi doctoral és ajudar al conductor a corregir mals hàbits en la seua forma de conducció. Aconseguim açò mitjançant de la combinació entre smartphones i les xarxes vehiculares, dissenyem i desenrotllem una plataforma capaç d'oferir consells útils per a aconseguir una conducció més segura i un major estalvi de combustible. És conegut que una conducció intel_ligent pot emportar-nos a un menor consum de combustible, amb el consegüent impacte positiu que això comporta sobre el medi ambient. La proposta que s'ha dut a terme en esta tesi doctoral comença amb l'obtenció de les dades des de l'OBD-II del cotxe i la seua presentació i anàlisi per mitjà de l'ús de grà_ques, mapes, estadístiques, tant en el propi servidor, com en l'aplicació mòbil desenrotllada per a l'obtenció de dades rebudes des de l'ECU. S'apliquen tècniques de mineria de dades i xarxes neuronals per a analitzar, estudiar i generar una classi_cació sobre els estils de conducció basant-se en l'anàlisi de les característiques de la via sobre la qual ha realitzat la ruta. En una segona fase es va a demostrar la relació entre el consum de combustible amb l'estil de conducció, per a això la primera cosa que vam haver de realizar va ser aplicar diversos algorismes per al càlcul del consum instantani, este paràmetre no és possible obtindre-ho directament de l'ECU del vehicle. Posteriorment es va realitzar l'estudi i l'anàlisi de totes les dades que es van arreplegar dels conductors que es van prestar a la realització de l'estudi enviant les dades al servidor. Molts factors in_ueixen en la freqüència cardíaca en repòs, per exemple, l'estrès, els medicaments, les condicions mèdiques, _ns i tot els gens tenen la seua in_uència, l'envelliment tendeix a accelerar-ho, i l'exercici regular tendeix a ralentir-ho. En el nostre estudi només estem interessats en com l'estrès i el comportament en la conducció in_ueixen en la freqüència cardíaca. En l'última fase vam veure la correlació existent entre el ritme cardíac i l'estil de conducci / Meseguer Anastasio, JE. (2017). A novel framework to promote eco-driving through smartphone-vehicle integration [Tesis doctoral no publicada]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/84287 / TESIS

Increasing food, feed, fiber, biofuel production on decreasing amounts of arable land while simultaneously enhancing ecosystem services is challenging. Strategic inclusion of winter rye (<i>Secale cereale</i>) for biomass, silage, grain and Kura clover (<i>Trifolium ambiguum</i>) living mulch into existing Midwestern cropping systems may offer alternative economic income for farmers without displacing or reducing yields of primary crops. Research was conducted at the Purdue Water Quality Field Station (WQFS) where net balances of water, carbon, nitrogen, and radiation can be measured, and greenhouse gas (GHG) emissions are monitored. The agronomic performance of a corn-soybean rotation and continuous corn (controls) were compared to novel systems that included the use of rye cover cropping and Kura clover co-cropping. Rye was harvested for biomass/silage at heading immediately followed by corn or soybean planting. Continuous corn receiving 69 kg N ha^-1was planted into an establishment of Kura clover sod. Controls included these same systems without the rye or clover. GHG samples were taken via the static chamber method and tile-drained water sub-samples were collected, analyzed for nitrate, and load losses calculated. Biomass composition was determined and used to calculate herbage theoretical ethanol (EtOH) yields. Cereal rye did not significantly decrease corn or soybean grain yield. Averaged across years, Kura clover significantly depressed corn grain yields by nearly 70%. Kura clover significantly reduced flow-weighted tile drainage nitrate (NO₃^-) concentrations, however cereal rye did not. Reductions in flow-weighted tile drainage nitrate (NO₃^-) concentrations were found to largely occur during Quarter two (April, May, June). Cover crops did not significantly reduce annual tile drained NO₃^- load losses in most cases, however, they did significantly reduce annual N₂O emissions. Cumulative annual CH₄ emissions were not significantly altered. Annual CO₂emissions were higher after the introduction of Kura clover and not significantly altered following the introduction of cereal rye. Averaged across years, theoretical ethanol yields in the Kura clover system produced 2,752 L EtOH ha^-1, whereas EtOH production in cereal rye systems ranged from 3,245 to 4,210 L EtOH ha^-1. Theoretical ethanol yields of continuous corn and rotational controls ranged from 2,982 to 3505 L EtOH ha^-1 for these same systems without the cereal rye of Kura clover. These data suggest that a multipurpose approach to cover crop inclusion can provide both environmental and economic advantages worthy of consideration.

Examensarbetet behandlar redovisning av klimatpåverkan från indirekta utsläppskällor hos Teracom AB. Fokus ligger på transporter, som innefattar godstransporter, tjänsteresor och personalens pendling till och från jobbet. Metoden som utvecklats är till för att samla in och behandla data som sedan presenteras i ton koldioxidekvivalenter. Varje del av de ingående områdena har beräknats var för sig med hjälp av i mestadels schabloner. Dessa schabloner har baserats på statistik från Teracoms leverantörer för att de ska stämma överens med verksamhetsområdet och de geografiska förutsättningarna. Resultatet från 2009 års beräkningar av transporterna blev 847 ton koldioxidekvivalenter att jämföra med 2173 ton från bränsleförbrukning och energianvändning. För att snabbt minska klimatpåverkan från transporterna bör följande förbättringsförslag ligga i fokus: rensa bland godstransportleverantörer och deras kundnummer, se över tekniken för resfira möten, främja tjänsteresor med tåg och lokaltrafik samt införa en koncerngemensam miljöbonus. De andra förbättringsförslagen bör också införas så snart som möjligt för att få en ökad effekt. / This master thesis deals with greenhouse gas reporting from indirect emission sources at Teracom AB. The focus is on transports which includes transportation of goods, business travel and commuting. The method that has been developed describes a way to collect and calculate data from transports and the result is presented in tons of carbon dioxide equivalents. Each of the parts has been calculated individually and the calculations are mostly made by templates. These templates are based on information provided by Teracoms suppliers. This because it gives a good accuracy in regard to the current scope of practice and geographical location. The result from transports during 2009 was 847 tons of carbon dioxide equivalents in comparison with the emissions generated by fuel combustion and energy generation which was 2173 tons. To immediately reduce the greenhouse gas emissions from transports the following improvements should be in focus; gather goods transports at fewer freight companies, ease the use of travel free meetings, promote the use of trains and public transports for business travels, and instate a general environment bonus for the whole Teracom group. The other suggested improvements should also be instated as soon as possible to get an increased effect.

I takt med att mänskliga aktiviteter har en allt större negativ påverkan på miljön, ökar behovet av ett mer omfattande hållbarhetsarbete i samhället. Här har företagen som en viktig aktör en stor roll att spela och att upprätta och redovisa en hållbarhetsrapport är ett sätt att bevisa för samhället hur de bidrar till en hållbar utveckling. Genom att hållbarhetsredovisa kan företagen öka sin trovärdighet kopplad till hållbarhetsrelaterade frågor och får en chans att bevisa hur de jobbar med CSR (Corporate Social Responsibility), det vill säga vilket samhällsansvar de väljer att ta. I dagens samhälle ställs inte längre frågan huruvida företagen ska jobba med hållbarhetsfrågor, utan hur och i vilken utsträckning det ska ske. Hållbarhetsredovisningen har därmed ökat drastiskt de senaste decennierna. I den här studien undersöks därför hur svenska företag jobbar med miljömässiga hållbarhetsrelaterade frågor enligt sina hållbarhetsrapporter och vilka förändringar som skett över tid. Den jämför även skillnaden i förändring över tid för identifierade väsentliga miljömässiga kategorier mellan privatägda och statligt ägda företag.Studien har utförts med hjälp av en blandad kvalitativ metod där innehållsanalyser har genomförts av sex företags hållbarhetsrapporter från åren 2014, 2017 och 2020. För att kunna göra en jämförelse mellan privatägda och statligt ägda företag, valdes tre privata och tre statliga företag ut att ingå i studien. Samtliga sex företag ska enligt lag upprätta en hållbarhetsredovisning. De mest väsentliga miljömässiga kategorierna i de analyserade rapporterna identifierades som avfall och cirkulära flöden, utsläpp av växthusgaser och energiförbrukning.Baserat på insamlade data från de analyserade hållbarhetsrapporterna samt företagens hemsidor, redovisas sammanfattat hur de sex företagen jobbar med hållbarhet. Detta sker i form av en inledande text och tabeller som inkluderar företagens åtgärder och framsteg, mål och policys, miljöbelastning i siffror samt finansiella nyckeltal.Studien har visat på varierande utveckling inom de identifierade väsentliga kategorierna, och mellan 2014–2020 har det gått att se en lika stor andel ökat som minskat hållbarhetsarbete i de analyserade hållbarhetsrapporterna. Vidare har de privatägda företagen visat sig i större utsträckning jobba med frågor kopplade till de kategorier som inkluderas i studien än de statligt ägda företagen. Hållbarhetsrapporterna från de privatägda företagen har även visat sig ha en högre jämförbarhet. / As human activities affect the environment more and more negatively the need for more extensive sustainability work in the society has become urgent. In this context companies as actors play a key role and by drawing up a sustainability report these companies can prove the society in how far they contribute to sustainable development. Through sustainability reporting companies may achieve higher credibility in respect to their sustainability work and get a chance to prove how they work with CSR (Corporate Social Responsibility), e.g. which responsibility they choose to take for the society. In today´s society it is no longer a question of if companies should work with sustainability but how and on which scale they should do it. Thus, sustainability reports have grown in number over the last decades. The aim of this study is to investigate how Swedish companies work with environmental sustainability according to their sustainability reports and which changes happened over the years. The study also compares differences over time between private limited and state-owned companies in respect to identified essential environmental categories.A mixed qualitative method is used by analyzing the sustainability reports of six companies of the years 2014, 2017 and 2020. In order to compare private limited and state-owned companies, this study contains the sustainability reports of three private limited companies as well as three sustainability reports of state-owned companies. All six of the companies are legally obligated to draw up a sustainability report each year. The most essential environmental categories identified in the reports are waste and circular flows, greenhouse gas emissions and energy consumption.This study has shown varying development within the identified most essential categories, and between 2014-2020 the sustainability reports show the same amount of increased as decreased sustainability work in the studied companies. The private limited companies have been found to work with questions connected to the categories included in this study to a greater extent than the state-owned companies. The sustainability reports from the private limited companies have also shown a greater comparability mostly because of the larger amount of data that is reported. / <p>2022-01-28</p>