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

Global warming has been a topic of discussion since the discovery that man-made greenhouse gas emissions is having an affect on the planet almost 50 years ago. Grocery products stand for roughly one third of all EUs carbon emissions as a result of its highvolume production. Carbon labeling is a tool in which retailers and manufacturers can communicate the amount has caused throughout its whole life cycle or that the they are working towards lowering their GHG emission throughout their organization. However, previous research indicates that carbon labels has not yet had its breakthrough moment yet due to the CO2e data is too complex for the consumers to interpret. This led to our research question “What is the preferred content, design and layout of a carbon label among Swedish consumers? “The purpose of this study is to get a deeper understanding into the preferences of the Swedish consumers and what kind of attributes they are looking for to make a carbon label understandable. We found that the Swedish consumer prefers a more complex design than previous studies have suggested based on researches made from other countries. In order to do our explanatory research, we measured these variables with a quantitative survey and made statistical calculations such as mean values and correlation analysis to see if our hypotheses were supported.  The analysis shows that the Swedish consumers prefer all the following attributes that is being presented in an order of priority: The label should be colour coded, made by a well-known organization, presented in terms of scale and have the CO2e data presented on the label.

The notorious fuel consumption and environmental impact of conventional diesel refuse collection trucks (D-RCTs) encourage collection fleets to adopt alternative technologies with higher efficiency and lower emissions/noise impacts into their fleets. Due to the nature of refuse trucks’ duty cycles with low driving speeds, frequent braking and high idling time, a battery-electric refuse collection truck (BE-RCT) seems a promising alternative, taking advantage of energy-saving potentials along with zero tailpipe emissions. However, whether or not this newly-introduced technology can be commercially feasible for a collection fleet and/or additionally mitigate GHG emissions should be examined over its lifetime explicitly for the specific fleet. This study evaluates the performance of a D-RCT and BE-RCT in a collection fleet to assess the potential of BE-RCT in reducing diesel fuel consumption and the total GHG emissions. A refuse truck duty cycle (RTDC) was generated representing the driving nature and vocational operation of the refuse truck, including the speed, mass, and hydraulic cycles along with the extracted route grade profile. As a case study, the in-use data of a collection fleet, operating in the municipality of Saanich, British Columbia (BC), Canada, are applied to develop the representative duty cycle. Using the ADVISOR simulator, the D-RCT and BE-RCT are modeled and energy consumption of the trucks are estimated over the representative duty cycle. Fuel-based Well-to-Wheel (WTW) GHG emissions of the trucks are estimated considering the fuel (diesel/electricity) upstream and downstream GHG emissions over the 100-year horizon impact factor for greenhouse gases. The results showed that the BE-RCT reduces energy use by 77.7% and WTW GHG emissions by 98% compared to the D-RCT, taking advantage of the clean grid power in BC. Also, it was indicated that minimum battery capacity of 220 kWh is required for the BE-RCT to meet the duty cycle requirements for the examined fleet. A sensitivity analysis has been done to investigate the impact of key parameters on energy use and corresponding GHG emissions of the trucks. Further, the lifetime total cost of ownership (TCO) for both trucks was estimated to assess the financial competitiveness of the BE-RCT over the D-RCT. The TCO indicated that the BE-RCT deployment is not financially viable for the examined fleet unless there are considerable incentives towards the purchase cost of the BE-RCT and/or sufficient increase in carbon tax/diesel fuel price. From the energy useevaluation, this study estimates the required battery capacity of the BE-RCT for the studied fleet, and the TCO outputs can assist them in future planning for the adoption of battery-electric refuse trucks into their collection fleet where the cost parameters evolve. / Graduate

Climate Change is fast becoming a reality that is gripping the developed and developing world, its economies and people. Erratic weather conditions, rising temperatures and monsoon like weather has scientists asking questions and some countries moving swiftly to ensure that their economies remain stable whilst trying to deal with climate change. South Africa has begun to play an influential role, as a developing country, in international negotiations on climate change. South Africa is not under legal obligation to reduce greenhouse gas emissions but as a large contributor of greenhouse gases in Africa and globally, South Africa has a moral obligation to reduce its emissions. Although not obliged to make commitments to reduce emissions, government has seen the importance of considering long term mitigating actions to play its part to reduce emissions. It can be argued that the policies and strategies being considered are not enough to hold large industries in South Africa more accountable for their own historic responsibility. The “culprits”, the large industries should be more accountable. A tax on greenhouse gas emissions (Carbon Emissions Tax) based on the amount of emissions a corporation produces, should be weighed up as this may be the way towards accountability. South Africa is faced with the task of juggling development (which is largely based on fossil fuels), the eradication of poverty and climate change. There should be an economic policy in place to address and balance these three aspects, in a positive way. According to this study an appropriate tax on emissions may help South Africa in its mitigating actions of reducing greenhouse gas emissions, whilst allowing the country to continue on its path of social and economic development. AFRIKAANS : Klimaatsverandering word vinnig ‘n realiteit wat die ontwikkelde en ontwikkelende wêreld, hul ekonomiese welsyn en bevolking in sy greep het. Wisselvallige weersomstandighede, stygende temperature en reënseisoenagtige weer word deur wetenskaplikes bevraagteken en sommige lande neem voorbehoedende stappe om te verseker dat die ekonomie standvastig bly terwyl hul klimaatsverandering hanteer. Suid-Afrika begin ‘n invloedryke rol speel as ontwikkelende land in internasionale verhandelings oor klimaatsverandering. Suid-Afrika verkeer nie onder enige wetlike verpligting om die vrylating van kweekhuisgasse te verminder maar omdat dit grootliks bydra tot die vrylating van kweekhuisgasse in Afrika en wêreldwyd, het Suid-Afrika ‘n morele verpligting om sy vrylating te beheer. Hoewel nie verplig om enige onderneming te maak om vrylatings te beheer, het die regering die belangrikheid van langtermyn behoedende aksie gesien, en te oorweeg sodat die regering ‘n rol speel om vrylatings te verminder. Dit kan gesê word dat beleid en strategieë wat tans oorweeg word nie voldoende is om die groot nywerhede in Suid-Afrika meer aanspreeklik te maak vir hul historiese verantwoordelikheid. Die “skuldiges”, die groot nywerhede behoort meer toerekeningsvatbaar te wees. Belasting op die vrylating van kweekhuisgas (Koolstof Vrylatingsbelasting), gegrond op die hoeveelheid vrylating wat ‘n korporasie vervaardig, moet opgeweeg word aangesien dit dalk die weg is tot aanspreeklikheid. Suid-Afrika het die taak om ontwikkeling op te weeg (grootliks gebasseer op fossielbrandstof), die uitwissing van armoede en klimaatsverandering. Daar behoort ‘n ekonomiese beleid te wees om hierdie drie aspekte op positiewe wyse te balanseer. Volgens dié studie sou ‘n toepaslike belasting op vrylatings dalk bydra daartoe om Suid-Afrika by te staan om behoedende aksie te neem om kweekhuisgas vrylating te verminder, terwyl die land sy sosiale en ekonomiese ontwikkeling voortsit. Copyright 2011, University of Pretoria. All rights reserved. The copyright in this work vests in the University of Pretoria. No part of this work may be reproduced or transmitted in any form or by any means, without the prior written permission of the University of Pretoria. Please cite as follows: Karrappan, A 2011 A carbon emissions tax as a mitigating strategy for reducing greenhouse gas emissions in South Africa, MCom dissertation, University of Pretoria, Pretoria, viewed yymmdd < http://upetd.up.ac.za/thesis/available/etd-03052012-165638 / > F12/4/144/gm / Dissertation (MCom)--University of Pretoria, 2011. / Taxation / unrestricted

The vast rice production in some developing Asian countries like Indonesia raises expectation on poverty alleviation and energy diversification through second generation biofuel production from rice residues, specifically rice straw. This work attempts to estimate the potential environmental and socioeconomic benefits of rice straw-to-ethanol project in Indonesia. Literature research and interviews are performed to quantify several environmental and socioeconomic indicators that are considered as the major concerns inimplementing an energy project. Assuming all the technically available rice straw in Bali is used (~244-415 kilotonne/year), ethanol production may yield gasoline replacement, lifecycle GHG savings, GDP contribution, foreign exchange savings, and employment beneficiaries of 55-93 ML/year, 140-240 millionUSD/year, 19-32 kilotonne of CO2-equivalent/year, 100-180 million USD/year, and 2,200-3,700 persons, respectively. Sensitivity analyses are done for some parameters, showing that ethanol yield, total capital cost, feed-in-tariff for electricity, and imported crude oil price are the major factors affecting the viability of rice straw-to-ethanol project in Indonesia. / Harnessing agricultural feedstock and residues for bioethanol production - towards a sustainable biofuel strategy in Indonesia

The procurement of ores and metals necessitates consideration of the sustainability of both the productand of the producer. Current trends in procurement practices move toward assuring the lowestenvironmental, social and economic impacts feasible. In order to ensure a high level of sustainability inthe raw materials acquired, the practices and methods of the producers must be evaluated. To this enddifferent assessment models may be used. This report aims to, through an investigation ofcontemporary assessment models; develop an assessment model which facilitates the sustainableprocurement of ores and metals with a reduced need for compliance from the assessed parties. Theevaluation is carried out based on the triple bottom line (TBL) definition of sustainability and considersthe practices and needs of the ores and metals industry. A number of desirable traits were found in themodels evaluated. A design for a novel assessment model is proposed for scoring ore and metalproducers. The proposed model features recommendations for weighing methods and specifications forimpact indicators, measurement methods, and grading methods. / Malm- och metallindustri arbetar allt mer med hållbar utveckling. Detta kräver metoder för attsäkerställa att potentiella underleverantörer använder sig av procedurer och strategier som anses sundaur ett hållbarhetsperspektiv. För att undersöka detta finns etablerade bedömningsmodeller. Syftet meddenna rapport är att utvärdera dessa modeller för få en grund på vilken en ny modell, anpassad förmalm- och metallindustrin, kan utformas. Denna nya modell utformas för att minska krav av storaeftergifter från de aktörer som undersöks. Utvärderingen baseras på ”triple bottom line” -definitionenav hållbar utveckling och tar hänsyn till behoven som finns i industrin, och de metoder som redananvänds. Arbetet resulterade i att ett antal egenskaper som är önskvärda för en bedömningsmodellidentifierades. Med dessa egenskaper i beaktande utformades en ny bedömningsmodell medrekommendationer för viktning av betyg och specifikationer för mätpunkter, mätmetoder, ochbetygsmodeller.

Med anledning av de allt mer synliga klimatförändringarna har kartläggning av växthusgasutsläpp blivit ett uppmärksammat fenomen. För att inte överskrida Parisavtalets 1,5 graders mål behöver företag initiera åtgärder för att reducera växthusgasutsläpp. Greenhouse Gas Protocol (GHG-protokollet) har tagits fram av World Resources Institute &amp; World Business Council on Sustainable Development för att främja företags arbete vid kartläggning av växthusgasutsläpp. GHG-protokollet tillhandahåller riktlinjer genom flertalet standarder för företag att tillämpa. Enligt GHG-protokollet är kartläggning av scope 1 och 2 obligatoriskt medan scope 3 är valfritt för de företag som väljer att rapportera i enlighet med GHG-protokollet. Detta trots att majoriteten av företags växthusgasutsläpp härleds till scope 3 enligt litteraturen, vilket ligger till grund för studien.Syftet med studien var att kritiskt granska GHG-protokollets riktlinjer och utvärdera standardens metod för kartläggning av scope 3 utsläpp, samt hur metoden tillämpas i ett tillverkande företag. Vidare syftade studien till att bidra med rekommendationer för att reducera industrins klimatpåverkan inom scope 3. För att kunna besvara studiens frågeställningar har en kartläggning av ett fallföretags scope 3 utsläpp genomförts i enlighet med GHG-protokollets metod. Studien har samlat in data genom intervjuer, kontakt med fallföretagets leverantörer, konsultationer och litteraturstudier. Fallstudien har avgränsats till kartläggning av kategorin uppströms transporter med anledning av tidsramen för studien. Studien konstaterar att det finns flertalet drivande faktorer till att kartlägga och rapportera växthusgasutsläpp för företag vilket skapar behovet av riktlinjer och standarder. Den starkaste drivande faktorn som identifierades var att intressenter efterfrågar hur företag arbetar med hållbarhetsfrågor i allt bredare utsträckning. Däremot finns det även utmaningar när det kommer till kartläggning och rapportering av växthusgasutsläpp i form av resursbrist, behov av kunskap inom ämnet och stöd för beräkningar. Utifrån kartläggningen av fallföretagets scope 3 har GHG-protokollets metod utvärderats där det framkommer att det finns behov av en enhetlig kalkyleringsfil med stöd för beräkningar tillsammans med öppna databaser med schabloner för emissionsfaktorer. I studien utvecklades en egen kalkyleringsfil för beräkningar av fallföretagets scope 3 utsläpp då GHG-protokollets kalkyleringsfil inte var användbar för fallföretagets specifika data. Studien presenterar förbättringsförslag och rekommendationer på hur fallföretaget och andra företag kan arbeta för att minska sina växthusgasutsläpp. Resultatet visar att företag kan arbeta för att minska växthusgasutsläppen genom att exempelvis efterfråga leverantörer om gröna transportsätt och utbilda personal för att öka kunskapen samt kompetensen inom företaget. / Due to increasing climate change, mapping of greenhouse gas emissions has become a notable phenomenon. In order not to exceed the Paris Agreement's 1,5 degrees objective, companies need to initiate measures to reduce greenhouse gas emissions. The Greenhouse Gas protocol (GHG-protocol) has been developed by the World Resources Institute &amp; World Business Council on Sustainable Development to promote mapping greenhouse gas emissions within companies. The GHG protocols provide standards and guidelines for companies to apply. According to the GHG protocol, mapping of scope 1 and 2 is mandatory while scope 3 is optional for those who choose to report by the GHG-protocol. This is despite the fact that the majority of company’s greenhouse gas emissions are derived to scope 3, which is the basis for this study. The purpose of the studies was to critically examine the GHG protocol's guidelines and evaluate the standard's method for mapping scope 3 emissions, as well as how the method is applied in a manufacturing company. Furthermore, the studies aimed to contribute with recommendations for reducing the industry's climate impact within scope 3. In order to be able to answer the case study's questions, a survey of a case company's scope 3 has been carried out in accordance with the GHG protocol's method. The study has collected data through interviews, contact with the case company's suppliers, consultations and literature studies. The case study has limited the mapping to the category of upstream transports due to the time frame for this study. The case study states that there are several driving factors in mapping and reporting greenhouse gas emissions for companies, which creates requirements for guidelines and standards. The strongest driving factor identified was that stakeholders demand how companies work with sustainability. However, there are also challenges when it comes to mapping and reporting greenhouse gas emissions in form of lack of resources, need for knowledge in the subject and support with calculations. Based on the mapping of the case company's scope 3, the GHG protocol's method has been evaluated where it emerges that there is a need for support and a standardization of calculation method together with open databases with templates for emission factors. In this case study, a separate calculation file was developed for calculations of the case company's scope 3 emissions because the calculation file of the GHG protocol was not useful for the specific company data. The study presents improvement proposals and recommendations on how the case company and other companies can work to reduce their greenhouse gas emissions. The results show that companies can work to reduce greenhouse gas emissions through inquiring suppliers about green transport services and to educate the staff to increase knowledge within the company.

The reduction of the emission of greenhouse gases to the atmosphere will be one of the challenges that society will have to face in the coming years. Until now, all efforts have been put in improving the properties of the discharged water in a wastewater treatment plant and the efficiency of the whole process. But little effort has been done in measuring and controlling the greenhouse gas emissions. For this reason, the production of nitrous oxide when treating wastewater has become of great concern. Several measurements in laboratory scale and full scale have been done and a wide range of results have been obtained. On the other hand, Himmerfjärden wastewater treatment plant has a deammonification plant for treating rejected water produced when dewatering sludge. It consists of an efficient technology where less energy is supplied and no extra carbon source is added. However, it is unknown the efficiency of this system in terms of nitrous oxide production. For this reason, an analysis was carried out from the 19th June to the 2nd of July. In the light of the results obtained, the deammonification process has obtained better results than conventional nitrification and denitrification in terms of nitrous oxide emissions.

2019 was the year with the highest measured amount of GHG emissions in history, indicating that our existing way of living is unsustainable and demands substantial changes. New ways of governing environmental issues are therefore being called upon in which the local level has great potential to create change. Sustainability measures involving integrated social dimensions which questions the motive for performing or engaging in emission demanding activities are found leading to a more long-lasting change. In Sweden, the decentralized decision model makes municipalities have a large responsibility for creating change in crucial emission demanding areas. Recognizing these concerns, this study applies a multi-dimensional system perspective with a broad range of cultural, habitual and technological aspects by Jensen et al. (2019) on three front-running municipalities (Tyresö, Växjö and Lund) working to reduce emission levels. The study focuses on distinguishing between different drivers for change among sustainability measures regarding energy and mobility functions, with a specific focus on the account of incorporated social dimensions. The results indicate that there is a lack of integrated social dimensions among the selected municipalities, in which only 26% of the grand total of 220 analyzed measures involve integrated social elements which enables a system-wide change. Technical and individual behavioural changes are far more prioritized than changes which are linked to collective lifestyle aspects and involve a mixture of technology, norms, cultures and organizations within the society, which are aspects proven more likely to lead to a system-wide change. The study provides knowledge on the capability of local decision making to enforce a systemic change toward sustainability if the current measures are carried out, in which the results indicate that the change among the three selected municipalities will be limited.

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