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The transportation sector's significant contribution to greenhouse gas (GHG) emissions, primarily through fossil fuel consumption by motorized vehicles, remains a critical concern. In this industry, maritime transportation independently contributes to 2.89% of total global greenhouse gas emissions, displaying a persistent upward trend even in the face of enhanced efficiency measures implemented in port facilities and vessel operations. In response to this urgent concern, nations and international organizations have been formulating approaches aimed at mitigating greenhouse gas emissions in this transportation sector, encompassing the implementation of economic incentives. This article presents the findings of an exploratory-descriptive research endeavor, which aims to identify incentive policies implemented across various countries to expedite the adoption of electromobility in maritime and river transportation, thereby reducing GHG emissions from vessels. Data was gathered from authorized government websites, various organizations, maritime and river transport companies, and port authorities in each respective nation. Furthermore, this study classifies the incentives according to their methodologies and conducts a comparative analysis with the existing landscape in Colombia regarding the adoption of economic incentives for electrifying river transportation within the country. Through this analysis, some insights and recommendations can be derived to promote sustainable and environmentally-friendly practices in Colombia's river and maritime transportation sectors., La importante contribución del sector del transporte a las emisiones de gases de efecto invernadero (GEI), principalmente a través del consumo de combustibles fósiles por los vehículos motorizados, sigue siendo una preocupación crítica. En este sector, el transporte marítimo contribuye de forma independiente al 2,89% del total de las emisiones mundiales de gases de efecto invernadero, mostrando una persistente tendencia al alza incluso ante las medidas de mejora de la eficiencia aplicadas en las instalaciones portuarias y las operaciones de los buques. En respuesta a esta urgente preocupación, las naciones y las organizaciones internacionales han venido formulando enfoques destinados a mitigar las emisiones de gases de efecto invernadero en este sector del transporte, que abarcan la aplicación de incentivos económicos. Este artículo presenta los resultados de una investigación exploratoria-descriptiva cuyo objetivo es identificar las políticas de incentivos aplicadas en varios países para acelerar la adopción de la electromovilidad en el transporte marítimo y fluvial, reduciendo así las emisiones de gases de efecto invernadero de los buques. Los datos se recogieron de sitios web gubernamentales autorizados, diversas organizaciones, empresas de transporte marítimo y fluvial y autoridades portuarias de cada nación respectiva. Además, este estudio clasifica los incentivos según sus metodologías y realiza un análisis comparativo con el panorama existente en Colombia en cuanto a la adopción de incentivos económicos para la electrificación del transporte fluvial en el país. A través de este análisis, se pueden derivar valiosas percepciones y recomendaciones para promover prácticas sostenibles y respetuosas con el medio ambiente en los sectores del transporte fluvial y marítimo de Colombia.

Thirty years ago, countries officially agreed to the global objective to stabilise greenhouse gas concentrations at a level that would avoid dangerous anthropogenic interference with the climate system. Since then, several attempts have been made to translate this into more concrete goals and targets, including binding country reduction targets (e.g. Kyoto and Copenhagen), mostly resulting in failure. In 2015, however, the Paris Agreement formulated a global goal to keep global temperature increase well below 2oC and pursue efforts to keep it below 1.5oC above pre-industrial levels. Ultimately, climate policies need to be implemented at the national level. This thesis examines how national actions can be aligned with global goals and routes to enhance ambition and implementation. First, it shows an ambition gap between Nationally Determined Contributions (NDCs) to the Paris Agreement and pathways compatible with the cost-optimal implementation of the global Paris goals. Second, it also indicates an implementation gap where current implemented policies at the national level are not even achieving the NDCs by 2030. To stay on track for achieving the Paris goals, total greenhouse gas emissions need to decrease by 35-45% relative to current policy implementation by 2030. Two routes were explored that could enhance ambition and implementation. One possible route is to enhance action from non-state actors such as cities, regions and businesses. They collectively pledge ambitious reduction targets in international cooperative initiatives, but individual actions to make these ambition concrete seem less strong. The contribution of these actions is estimated to decrease emissions between 1-2 GtCO2eq by 2030 relative to current policies. However, assessing the combined impact of national and non-state action is difficult as it depends on assumptions concerning overlap and the additionality of climate actions. Another route is to increase ambition by enhancing policy learning

Following the International Maritime Organization (IMO), in order to safeguard the realization of the Paris Agreement on climate protection, greenhouse gas (GHG) emissions have to be reduced by 50% by the year 2050. This objective shall be reached by decarbonization of maritime traffic, which is why ship operators currently increasingly search for alternative fuels. Moreover, since the start of the Ukrainian war in February 2022, this issue of alternative fuels has gained central importance in political agendas. A promising candidate for clean shipping that meets the IMO goals is ammonia since it is a carbon-free fuel. Ammonia (NH3) shows good advantages in handling and storage, and it ensures long sea voyages without any significant loss in cargo space for a reasonable price. Hence, ammonia has the potential to improve the environmental footprint of global shipping enormously. Induced by the introduction of stricter regulations in the so-called emission control areas (ECAs) in Northern Europe in 2015 as well as the renewed global sulfur cap, which entered into force in 2020, ship operators had to decide between different compliance methods, among which the most popular solutions are related to the use of expensive low-sulfur fuel oils, newbuilds and retrofits for the usage of liquefied natural gas (LNG) or the installation of scrubber technology. A change to ammonia as a marine alternative fuel represents an additional novel future option, but the successful implementation depends on the availability of NH3 in the ports, i.e., on the installation of the maritime NH3 infrastructure. Currently, the single German NH3 terminal with maritime access is located in Brunsbüttel, the western entrance to Kiel Canal. The distribution of NH3 from the existing NH3 hub to other German ports can be analyzed by the mathematical model of an inventory routing problem (IRP) that is usually solved by combinatorial optimization methods. This paper investigates the interrelated research, Wismar University Research Funds, Peer Reviewed

Reducing emissions from deforestation and forest degradation (REDD+) aims to maintain forest carbon stocks above benchmark reference levels through financial compensation. However, countries with high forest cover and low deforestation (HFLD) are unlikely to be compensated fairly if REDD+ initiatives fail to conserve existing forests and to incentivize low deforestation rates. Here we analyze the submissions of forest reference levels (FRLs) of five HFLD countries [Democratic Republic of the Congo (DRC), Republic of the Congo (Congo), Guyana, Papua New Guinea, Suriname] to the REDD+ platform of the United Nations Framework Convention on Climate Change. We assessed if the FRLs are likely to yield compensation payments that maintain carbon stocks above the business-as-usual scenario and compared the FRLs with quantitative emission data. Our results show that only Guyana submitted an FRL that yielded sufficient monetary incentives for low deforestation rates. Compensation payments will likely be insufficient in Suriname, Papua New Guinea, and the Congo. The FRL of the DRC would generate the highest compensation payment (on average US$ 1.3 billion annually). Overall, our results suggest that payments from REDD+ will fail to provide adequate incentives for most HFLD countries. We suggest that the FRL should allow for post hoc adaptation to changes in the drivers of deforestation. This implies that REDD+ schemes need sufficient flexibility to reflect changes in the opportunity costs of alternative land uses, which is particularly acute for HFLD countries where pressure on forests can accumulate rapidly. More adaptive REDD+ likely better rewards HFLD countries in ways that preserve their valuable forest ecosystems.

Due to the pandemic situation, the conference was performed as a 2,5 day online event with presentations. Ej belagd 240417

We have a limited amount of greenhouse gases left to emit, our global carbon budget, if we are to divert the worst effects of the climate crisis. This study aimed to map how municipalities implement carbon-budgeting in their efforts to fulfil the Paris agreement, and investigate why the instrument is not more frequently used. A survey among Swedish municipalities was carried out, in two stages. A questionnaire was sent to all 290 municipalities and then a fewer number of respondents received another more extensive questionnaire. The result shows that there are many arguments, both for and against local carbon budgets. Even though many municipalities rather would want to see concrete measures be taken and resources to focus on that, many greatly appreciate the communicative aspect of a local carbon budget. As for now, no local carbon budget in Sweden is legally binding in the way that climate activists may wish and the scientists that invented it aimed for. However, the concept is rapidly increasing in popularity but will need a lot more help from other stakeholders to become a full-fledged concept to rely on in our battle against climate change. If municipalities do not receive the necessary support, particularly from the state, mitigation targets in local carbon budgets will not be met and Sweden will not comply with their commitments. Respondents specifically ask for help with: additional (concerning consumption and air travel) and more up-to-date emissions data; added and supplementary legislation; greater resources allocated specifically for climate efforts and investments in coaching to municipalities., Om vi ska avleda de värsta effekterna av klimatkrisen måste vi hålla oss inom gränserna för vår globala koldioxidbudget. Precis som att vi dagligen förhåller oss till vår hushållsbudget, måste våra utsläpp återspegla det vi har kvar på vårt ”klimatkonto”. Kommuner är i behov av ett verktyg för att översätta vad det globala åtagandet i Parisavtalet innebär lokalt. Kommunala koldioxidbudgetar är idag ett relativt nytt koncept i Sverige, men är på stadig väg att etablera sig som ett betydelsefullt kommunikativt verktyg i lokala klimatarbetet. De kan komma att utgöra en viktig pusselbit i kampen mot klimatkrisen. Ny forskning visar att kommunen sannolikt är den organisation i samhället som bäst skulle kunna samordna den snabba omställning som behövs. I denna studie undersöks hur svenska kommuner har valt att arbeta för att inte släppa ut mer än deras ”tilldelade” andel av utsläppen. Studien utgår från en enkätundersökning bland svenska kommuner. Idag styr ingen koldioxidbudget den kommunala verksamheten och det kommunala inflytandet i den omfattning som många klimataktivister och konceptets uppfinnare eftertraktar. Rådighetsfrågan har visat sig vara central. För att bli ett fullkomligt koncept och kunna utgöra grunden i klimatarbetet hos kommuner kommer mycket mer stöd utifrån behövas. Kommunerna efterfrågar det framförallt från statligt håll i form av förbättrad utsläppstatistik; ytterligare och komplimenterande lagstiftning; stabilare spelregler; utökade och specifikt tilldelade resurser både för klimatåtgärder och arbetet med koldioxidbudget; samt rådgivning (coachning) till kommunerna. Klyftorna mellan kommunerna är stora, allt från att inte ens påbörjat strategiskt miljöarbete till att ha tillsatt en heltidstjänst enbart för arbetet med koldioxidbudgeten förekommer. Det finns flera anledningar och argument till varför verktyget idag inte används mer utbrett bland kommunerna. Till viss del för att konceptet är ”sprillans nytt” i sammanhanget, då äldsta koldioxidbudg

Conflicting dynamics are taking place in urban areas. Global climate change has necessitated that cities drastically reduce their greenhouse gas emissions while still accommodating rising urban populations. Innovative solutions are needed to remedy this complex problem. This thesis assesses the use of laneway housing as a tool for alleviating these issues. Four main research questions are posed that aim to address the prevalence of the use of laneway housing by cities as a resource for sustainable development and the potential it can have over time in reducing urban emissions in the building and transportation sectors in Toronto, Canada. A variety of quantitative methods are utilized to answer these questions, including text analysis of Canadian municipal documents, geospatial analysis of the potential spaces for this housing development, and projections of the potential emission reductions across multiple constructed scenarios when compared to 1990 levels. It was found that the linkage between laneway housing and sustainable development is underdeveloped in municipal documents. The geospatial analysis concluded that over 36,000 properties are eligible to build laneway housing, and an additional 11,875 could become eligible with future changes to municipal by-laws. It can also be concluded that the stock of potential laneway houses can satisfy future low-rise residential building levels while also reducing transportation and building emissions from this subsector of housing. The findings of this thesis support the increasing interest in laneway housing development in Toronto. Laneway housing has promising potential in helping to accommodate steadily rising urban populations while lowering the impact these new residents will have on greenhouse gas emissions in the building and transportation sectors. Further research is needed to see how these findings can aid similar types of development in other cities.

In Europe, wood-fired stoves remain as major renewable household heating and emission sources. This study focused on improving the performance of a wood stove (natural draft) traditionally used in Portugal by the adoption of alternative combustion air retrofits. Additionally, the performance of a new pellet stove (forced-air) was determined to investigate the highest achievable goal for solid-fuel stoves. In the wood stove, an outer chimney component was installed around the existing chimney to allow the vertical admission of outdoor air that was preheated before entering the combustion chamber. This measure increased the thermal efficiency of the wood stove from 62% to up to 79%. Another component was used to administrate secondary air to the wood stove reducing the carbon monoxide emissions by 39% to 2808 mg Nm−3. The two retrofits enhanced a more stable heat release from the wood stove, which reached a thermal efficiency 11% lower than that achieved by the pellet stove. This research suggests that retrofitting stoves with chimney components that allow the admission of combustion air can substantially increase energy savings in dwellings. Further efforts should focus on improving the interplay between the outdoor air and secondary air admission to achieve higher emission reductions at low-cost., AIRUSE – Testing and development of air quality mitigation measures in Southern Europe, LIFE 11 ENV/ES/000584

Technologies used to provide cooling for buildings at DoD sites represent a substantial portion of the energy consumption at fixed installations and forward operating bases. With increasing energy costs, the economic and security impacts of cooling loads are an important consideration when planning for retrofit improvements and new installations. The objective of this demonstration was to demonstrate the technical and economic efficacy of a solar-thermal cooling system using an adsorption chiller at the Parris Island Marine Corps Recruit Depot. Performance objectives included demonstrating peak cooling capacity, maximum capacity using solar energy alone, steam and electrical energy reductions and associated emissions footprint reductions, operability and reliability, and economic benefits. The primary components of the demonstrated technology are an adsorption chiller, an array of evacuated tube solar panels, and balance of plant equipment necessary to support operation of the system as integrated with existing HVAC equipment at the site. The system design also included the ability to utilize excess solar thermal energy for domestic water heating.

An industrial energy efficiency improvement through the introduction of modern technology is an important demand-side management initiative. Cooling systems on South African mines have been identified as large electricity consumers. There is significant potential for energy efficiency improvement by the widespread introduction of variable speed drive (VSD) technology. An energy audit was conducted on 20 large mine cooling systems and potential savings and feasibility indicators were calculated. A pilot implementation study was also done on one mine to experimentally validate the estimated savings. In this paper, the results of the audit, the potential savings and the pilot study results are presented. It is shown that large-scale implementation of VSDs on mine cooling system pumps and fans is economically viable. A total annual electrical energy saving of 144,721 MW h, or 32.2%, can be achieved. An annual cost saving of US$6,938,148 and CO2 emissions reduction of 132 Mton is possible. The implementation of VSDs on mine chiller compressors will also result in large energy savings, but is not economically feasible at present. Results of the pilot study indicate an electricity savings of 29.9%. The results are important to decision makers and indicate the significant impact that widespread VSD usage on mine cooling systems can have on South African mine sustainability

Climate change is one of the most pressing environmental issues of our time, as it threatens the survival of human civilisation. With the increasing number of initiatives trying to address climate change, it is important to examine how effective they are and what other roles these initiatives can serve in transitioning society towards sustainability. This thesis investigates the role of one such initiative, carbon neutrality, within a strategic approach to sustainable development, based on the case study of the North American Credit Union (NACU). A scientific understanding of climate change and sustainability provide a strict evaluation of the carbon neutrality concept with its benefits and challenges, including the role of carbon offsets. Within this context, recommendations are provided for roles and actions that a financial organisation such as NACU can take in order to set high standards in this new and still evolving market of voluntary carbon offsets, while striving for full sustainability and leadership within the community.

Ground level ozone is considered to be an important environmental threat affecting human health negatively and causing damage to vegetation. Ozone is produced from nitrogen oxides (NOx) and volatile organic compounds (VOC) in the presence of sunlight. The only way to reduce ozone is to reduce the emissions of the precursors. There are two different chemical states in the troposphere, referred to as low and high NOx chemistry. In the low NOx areas, the ozone is limited by the availability of NOx, while in the high NOx areas, it is the VOC which limits the production of ozone. The use of indicator species, as a way to decide the chemical state the troposphere, has been investigated using the IVL trajectory model. The concept has previously been tested for US conditions in a 3D model. The study show that the concept of indicator species can be implemented in a trajectory model. The values of the indicator species for the transition from high to low NOx have been estimated for European conditions and have shown a reasonable agreement with the previous findings in the US, Ground level ozone is considered to be an important environmental threat affecting human health negatively and causing damage to vegetation. Ozone is produced from nitrogen oxides (NOx) and volatile organic compounds (VOC) in the presence of sunlight. The only way to reduce ozone is to reduce the emissions of the precursors. There are two different chemical states in the troposphere, referred to as low and high NOx chemistry. In the low NOx areas, the ozone is limited by the availability of NOx, while in the high NOx areas, it is the VOC which limits the production of ozone. The use of indicator species, as a way to decide the chemical state the troposphere, has been investigated using the IVL trajectory model. The concept has previously been tested for US conditions in a 3D model. The study show that the concept of indicator species can be implemented in a trajectory model. The values of the indicator species for the transition from high to low NOx have been estimated for European conditions and have shown a reasonable agreement with the previous findings in the US