To combat climate change multiple initiatives have been launched to steer the financial market towards a more sustainable and resilient path. For example the Montreal Pledge that have committed over 120 investors to measure and disclose their carbon footprints of their portfolios. ISS-Ethix Climate Solution provides climate change related services to investors. In order to evaluate companies’ sustainability ISS-Ethix Climate Solution estimates companies’ direct and indirect greenhouse gas emissions. To simplify these estimations, the emissions from corporations are divided into three scopes, where scope 1 and 2 cover the emissions from the combustion of fuels used in the company and electricity generation. Scope 3 corresponds to all other emissions generated upstream and downstream the companies’ supply chain. The aim of this study was to help ISS-Ethix Climate Solution to develop a model that estimates the indirect scope-3-emission intensity for companies in the automobile sector, fossil fuel sector and utility sector. The first objective was to examine if the variations within the sectors could be explained and categorized. To carry this out each sector was defined and their emission sources identified. The emissions could be explained and categorized for the automobile sector and fossil fuel sector. However, the emissions for the utility sector could only partly be explained and categorized. The second objective was to examine which parameters and subcategories were relevant for estimating the emissions. Two methods were investigated to carry out the second objective; correlation analysis and the average-data method. No correlations could be found between any of the sectors and the selected parameters. The estimated emissions using the average-data method were verified to the companies reported emissions. For the automobile and the fossil fuel companies the estimated emissions followed the same trend as the reported data. However, no trend could be found for the utility companies. Estimating emissions using the average-data method requires a certain corporation structure. The method can be used for corporations with a specific output, but does not suit corporations with a more complex structure. The largest limitation with the models was the information shortages from the corporations. Therefore increased transparency from the companies is a necessity in order to develop the models. / För att minska klimatförändringen har ett flertal initiativ lanserats för att göra finanssektorn mer hållbar. Tillexempel Montreal förbindelsen som har fått över 120 investerare att mäta och publicera klimatutsläppen i sina aktieportföljer. Företaget ISS- Ethix Climate Solution erbjuder klimatrelaterade tjänster för investerare. För att värdera hur hållbart ett företag är estimerar ISS-Ethix deras direkta och indirekta utsläpp av växthusgaser. För att förenkla dessa estimeringar är utsläppen indelade i tre så kallade scopes (områden), där scope 1 och 2 motsvarar emissionerna som genereras av att företaget förbränner fossila bränslen och deras elanvändning. Scope 3 motsvarar alla utsläpp som sker uppströms och nedströms företagens leverantörskedja. Syftet med denna studie var att hjälpa ISS-Ethix Climate Solution att utveckla en modell som estimerade scope 3 utsläppen från företag inom fordonssektorn, fossila- bränslen-sektorn och energisektorn. Det första målet var att undersöka om variationerna inom sektorerna kunde förklaras och kategoriseras. Detta utfördes genom att varje sektor först definierades och utsläppskällorna identifierades. Emissionerna kunde förklaras och kategoriseras för fordonssektorn och fossila-bränslen-sektorn. Däremot kunde utsläppen från energisektorn bara delvis förklaras och kategoriseras. Det andra målet var att undersöka vilka parametrar och sub-kategorier som var viktiga för att estimera sektorernas emissioner. För att göra detta undersöktes två olika metoder; korrelationsanalys och medelvärdesmetoden. Inga korrelationer kunde hittas mellan någon av sektorerna och de undersökta parametrarna. De estimerade emissionerna när medelvärdesmetoden användes, verifierades mot företagens självrapporterade utsläpp. För fordonssektorn och fossila-bränslen-sektorn följde de estimerade och rapporterade utsläppen samma trend. Däremot påträffades ingen trend för energibolagen. Att estimera växthusgasutsläpp med hjälp av en medelvärdesmetod kräver en viss typ av företagsstruktur. Metoden kan användas för företag med en specifik produkt, men är inte lämplig för företag med en mer komplex struktur. Modellernas största begränsning var informationsbristen från företagen. Därför behövs mer transparens från företagen för att kunna utveckla modellerna.

No description available.

Transportation in Sweden currently accounts for one-third of domestic GHG emissions. Thereof more than 90 % are allocated to road traffic with passenger cars being the largest contributor. Hence, the Swedish government adopted stringent climate policies to cut transport emissionsby 70 % (compared to 2010) latest until 2030. Electrification is seen as one of the key strategies to mitigate climate change and to accomplish set climate goals. Hence, estimation and quantification of electric vehicle life cycle carbon footprints is of major interest to understand their environmental performance. As part of this study lifetime burdens for gasoline, diesel and battery electric vehicles were contrasted. Nominal end of life was assumed to be reached after 200.000 km. The life cycle inventory was conducted based on market and literature data and by employing the open-source LCA tool carculator. Impacts on material resources were assessed by various materialization models for vehicle glider, combustion powertrain and electric powertrain. Additional impact categories such as formation of fine particles, freshwater use and terrestrial ecotoxicity were included. Results showed that lifetime carbon footprints of electric vehicles in Sweden are 45-51 % lower compared to conventional diesel and gasoline drives. Per driven kilometer, electric vehicles caused 137,46 g CO2-eq./km, diesel vehicles 249,28 g/km and gasoline vehicles 282,75 g/km. Savings of electric drives mainly originate from vehicle operation (zero tailpipe emissions) and low carbon electricity generation (predominantly hydropower, nuclear energy and wind energy). Lifetime battery charging according to the Swedish energy system was found to provoke 1,03 t of GHG emissions. This is ten times lower compared to average EU loads. Modeling results for electric vehicle manufacturing disclosed a total carbon footprint of 17,63 t CO2-eq. with a significant portion of 5,99 t originating from lithium-ion batteries. This is 57-63 % higher than estimated production footprints for fossil fuel vehicles with the same amount of 8,63 t CO2-eq. allocated to the glider. However, performed sensitivity studies revealed significant potential to cut emissions from battery manufacturing with transition to European sites. Replacement and conversion of vehicles from the Swedish fleet was assessed according to both, a fixed lifetime perspective of 200.000 km and year-by-year scenario models. Three different paths projecting development of the vehicle stock until 2030 are presented. Results of this work showed that vehicle conversion offers potential to save about 1.191 kg of material resources (thereof 728 kg ferrous metals, 104 kg aluminum, 149 kg plastics and 210 kg other materials). Corresponding savings in production emissions comprise 8,63 t CO2-eq. through reuse of the vehicle glider. From a nationwide perspective, up to 34 % of annual GHG emissions and up to 60 % of the annual material demand could be saved. Results further suggest a target value of around 3,8 millionelectric vehicles by 2030 to achieve aspired emission limits. / Kurzzusammenfassung - Siehe angehängtes Dokument / <p>NOT KTH STUDENT (INTERNSHIP AT ITRL)</p> / International collaboration with University of Stuttgart

近年來，隨著能源價格不斷飆漲以及溫室氣體大量排放造成的氣候異常變化，引起世界各國對於提高能源使用效率與加強溫室氣體排放管制的重視。溫室氣體大多由化石燃料燃燒所產生。因此，一般被視為能耗較高的發電、鋼鐵、水泥以及石化等產業，遂成為眾所矚目而被要求加強溫室氣體排放管制的主要產業。未來的產業發展規劃，必需兼顧經濟與環保，否則必將被世界潮流所淹沒。 因應全球溫室氣體排放管制趨勢，就台灣經濟發展面、財政建設面、環境永續經營面等層面考量分析，現階段石化產業之發展應對產業競爭力及環境保護做更多且更審慎的考量。於產業競爭力部分，建議中油開放民營，並運用部份釋股取得的資金，一方面引進先進的製程技術及進行設備更新，提升企業競爭力；另一方面整合國內仰賴台灣中油公司供料且在各產品領域擁有數十年營運經驗的中下游業者，建構泛中油體系的石化經營團隊。如此泛中油體系與國內另一石化產品鏈已相當完整的台塑體系，形成兩大石化體系，互為良性競爭。於環境保護方面，則建議我國應終止國光石化投資案，降低溫室氣體排放量，並藉提升廠商製程效率減少能耗，如此將使經濟發展及環境保護得以兼顧，亦達成原興建國光計畫之目的。 而未來台灣石化產業發展策略，技術發展需長期向下扎根，產品則朝高值化、精緻化發展，開發低能耗、低污染之替代能源，提升產品的附加價值，並將大宗石化耗能的產品移往海外能源低廉的地區，持續提升產業競爭力，並達成溫室氣體減少排放為目標。如是，台灣在環境保護日益重視之趨勢下，石化產業也得以永續發展。 / The high energy cost and the unusual climate change due to increasing green house gases（GHG）emission in recent years have attracted the global attentions and called for improvement of energy utilization efficiency and enhancement of GHG emission control. GHG are mostly produced by the combustion of fossil fuels. And the higher energy consumption industries such as power generation, steel, cement and petrochemical industries are thus strongly requested to reduce GHG emission. Economic development and environmental protection both are needed to be equally evaluated in the planning of future industry development. Taking petrochemical industry as an example, many of its mid-stream and down-stream products have become an unseparable part and of our daily life. In Taiwan, it has been over half century since the establishment of petrochemical industry, and now become top 10 petrochemical production countries in the world. The production value of petrochemical-related industries are very close to 4 trillion NT dollars, about 30% of total production value of domestic manufacturing sectors. Petrochemical industry and electronic industry are the two strong arms in supporting national economic growth. As a very important industry in Taiwan, however, the intensity of its GHG emission is only next to steel industry. The significant technology improvement in petrochemical industry has been achieved since the installation of the existing refinery, naphtha crackers and many petrochemical mid-stream production plants in Taiwan. It is well recognized that the GHG emission will be greatly reduced if the advanced technologies are introduced and the old facilities are revamped. Therefore, the writer would like to address a different approach toward KuoKuang Petrochemical Project which the government is giving an impetus to its execution. Here the writer would propose Taiwan CPC company, the state-owned petroleum company and the leader of Kuokuang Petrochemical Project, to become privatized after asset re-evaluation and collect some government capital from privatization through issuance of part of its shares to the open market. The capital thus collected can be used for enterprise reform. The important items of the enterprise reform include but not limited to introduction of the advanced technologies, revamping of existing facilities and establishment of a new well-integrated petrochemical conglomerate through mutual investment between Taiwan CPC and the mid-stream companies that rely raw material supplies from Taiwan CPC. From viewpoints of both economy and environment, government policy of implementation of KuoKuang Petrochemical Project is worthy for reconsideration. Formation of a CPC-lead petrochemical conglomerate would also benefit the current petrochemical companies that rely on raw material supplies from Taiwan CPC as their operation efficiencies would improved from business intergration. The newly formed conglomerate would be more powerful in further business development and more competitive in world market. They would have more resources to explore their potential in advanced technology development, in new business fields such as biomass energy, solar energy and so on. The CPC-lead petrochemical conglomerate would be able to enchance its competitiveness to another domestic petrochemical giant, Taiwan Formosa Group, and other petrochemical giants in the global market.

科学研究費補助金 研究種目:基盤研究(B)(2) 課題番号:08458144 研究代表者:飯田 孝夫 研究期間:1996-1997年度

According to the United States Department of Energy, fossil-fueled power plants account for 78% of stationary source CO2 emission in the United States and Canada. This has led electric utilities across the globe to research different alternatives for energy. Carbon sequestration has been identified as a bridge between fossil fuels and clean energy. This thesis will present research results regarding the transportation costs of CO2 and the suitability of geology in the Florida Pan-Handle for sequestration infrastructure. The thesis will utilize various evaluation tools including GIS, numerical models, and optimization models. Analysis performed for this thesis and review of published literature produced estimated carbon storage capacities for two areas in and near the Florida Pan-Handle. These areas were labeled Disposal Area 1 and Disposal Area 3. Disposal Area 1 was estimated to contain capacity for the storage of 5.58 gigatonnes of CO2. Disposal Area 3 was estimated to contain capacity for the storage of 2.02 gigatonnes of CO2. Transportation scenarios were analyzed over a 25 year period and the capacities above are sufficient to store the CO2 emissions from the Pan-Handle network of power plants for the study period. Four transportation routing scenarios were investigated using transportation costs from the Poiencot and Brown CO2 pipeline capital cost model. The scenarios (models) consisted of the Right-Of-Way, Solo-Funded, Piece-Wise, and Authority models. Each presents a different method for the overall funding of the Florida Pan-Handle CO2 network and produced different total levelized and mean unit costs. The cheapest network on a mean unit cost basis was the network for Disposal Area 1 in the Authority Model, producing a mean unit cost of $0.64 per tonne of CO2.

No description available.

Diese Arbeit ist ein Beitrag zur Entwicklung einer Strategie für die eine CO2 sparende zu- künftige Landwirtschaft, in der nur geringe Emissionen von Treibhausgasen entstehen, die Stromerzeugung vor Ort aus natürlichen Ressourcen erfolgt, eine maximale Ausnutzung der Sonnenenergie genutzt wird, und der Konflikt zwischen der Nutzung der verfügbaren Ressourcen für Nahrungsmittel und Treibstoff Produktion vermieden wird. Alle Versuche in der Arbeit wurden in den Jahren 2005 -2009 auf der Öko-Farm (TOSOLY) der UTA (Fundación para la Producción Agropecuaria Tropical Sostenible Capitulo Kolumbien - UTA) unter der Leitung von Dr. TR Preston (Präsident ) und MSc Lylian Rodríguez (Director) durchgeführt. / This thesis is a contribution to the strategy that should underpin all future farming systems: namely the need to “de-carbonize” the system, by reducing emissions of greenhouse gases, generating electricity locally from natural resources, making maximum use of solar energy and ensuring there is no conflict between use of available resources for both food and fuel production. All the experiments described in the thesis were carried out in the period 2005 -2009 at the ecological farm (TOSOLY) of the UTA Foundation (Fundación para la Producción Agropecuaria Tropical Sostenible Capitulo Colombia – UTA) of which the principals are Dr T R Preston (President) and MSc Lylian Rodríguez (Director).