Suchergebnisse

International audience ; Limiting the raise of global temperatures requires a rapid and massive deployment of solution to reduce carbon emissions at all levels. The development of intermittent renewable energy resources has received significant support from governments, and its production will considerably increase. The introduction of this high electrical production presents some challenges, in particular, the allocation of high production in low consumption periods. One of the most promoted solutions to cope with this challenge is the integration of power-togas technologies (P2G). In this sense, the European Union, and some of its members have presented their plans supporting the production and consumption of hydrogen. At the same time, it can be noted that the development strategies for these technologies are largely deployed at the local level. To allow local territories to contribute to the decarbonization of the energy system, national governments are extending the application of its energy policy to its territories. This is the case in France that over the last decades, has adopted laws to extend the application of its energy policy at local level, with the objective of ensuring better, faster deployment of its energy transition and reaching the carbon neutrality by 2050. As a result, the French regions have targeted objectives for the development of their local energy resources. The SUD Provence-Alpes-Côte d'Azur Region (PACA) in southern France, in response to these air, energy, environment, and climate change adaptation responsibilities, has targeted as objective to reach the carbon neutrality by 2050, which is concerned by the massive development of solar photovoltaic production as the region has considerable access to solar resources. The region as well has presented a hydrogen plan to support the development of this energy in the region and contribute to the national efforts. This study, conducted with TIMES PACA a bottom-up optimization model representing the energy system of the PACA region, ...

This survey is part of the study series "Security". This series of studies is based on a representative survey of security policy opinion-forming in Switzerland carried out in 1983. This survey was conducted at the Institute of Sociology Unitobler University of Bern by K. Haltiner and was supported by the Swiss National Science Foundation (NRP No. 11 "Security Policy", Project 4.419.0.81.11). Since 1991, opinion-forming in security policy has been collected annually since January/February and published under the title "Security". At the same time, the survey was expanded to include questions on foreign policy and the general feeling of security. The project is now being led by the Military Sociology Lectureship of the Military Academy at ETH Zurich and the Center for Security Studies of ETH Zurich.
The aim of these surveys is to identify trends and tendencies with regard to the general perception of security and threats, confidence in institutions and authorities, the degree of cooperation in foreign and security policy, neutrality in general and different views of neutrality, attitudes towards military defence and the interest in security policy. In addition to a core of questions that are asked at all times or at irregular intervals, they are also asked annually on current security policy issues.
In 2020, the focus will be on the level of defense policy knowledge among the Swiss electorate, the reasons for the perceived necessity and non-necessity of the armed forces, the compatibility of militia and career, and the benefits of militia experience for career and everyday life.
In addition to the trend analysis, the series of studies also focuses on the question of the extent to which attitudes towards the three issues (general security, foreign policy and defence policy) are related to living conditions and political orientation.

Paperless process and the law, a marriage of convenience. The pioneering works of Philippe Garo and Albert Dione demonstrate this enough. In the digital age, adapting law in general and maritime law to electronic commerce is a sine qua non condition for securing transactions and confidence in the digital economy. If the issue relating to the legal status of dematerialized documents is today solved by the various texts of the UNCITRAL, legislation and the doctrine laying down legal principles of functional equivalence, media neutrality and technological neutrality, many questions remain raised and are the basis of this PhD dissertation. Does dematerialized transport documentation preserve their traditional legal functions ? If the answer is positive, it nevertheless remains subject to conditions. The issuing, transmission and or transfer of the electronic transport document, a title representative of the goods, must be supervised a reliable method allowing confidentiality, integrity, and durability of medium to be ensured throughout the process of dematerialization. If on the conceptual level, the operation seems simple, it is not the same on the practical level. Intrinsic and extrinsic limits to the documentary function are as many obstacles to dematerialization that this dissertation tent to resolve. Obviously, the opportunity cost of dematerialization for companies in the CEMAC zone is strategic. The adaptation on the legislative level is to be welcomed but should be accompanied on the practical level by a true community policy of maritime transport. A maritime transport policy emphasizing the creation of common infrastructures to ensure the interconnectivity and interoperability of systems. This has the advantage to ensure the facilitation of circulation and the secure transfer of documents in the full value chain. Such a policy will also facilitate the use soon in the CEMAC zone, of the Blockchain technology that we are proposing for the dematerialization of the negotiable transport document, "a true sea ...

Paperless process and the law, a marriage of convenience. The pioneering works of Philippe Garo and Albert Dione demonstrate this enough. In the digital age, adapting law in general and maritime law to electronic commerce is a sine qua non condition for securing transactions and confidence in the digital economy. If the issue relating to the legal status of dematerialized documents is today solved by the various texts of the UNCITRAL, legislation and the doctrine laying down legal principles of functional equivalence, media neutrality and technological neutrality, many questions remain raised and are the basis of this PhD dissertation. Does dematerialized transport documentation preserve their traditional legal functions ? If the answer is positive, it nevertheless remains subject to conditions. The issuing, transmission and or transfer of the electronic transport document, a title representative of the goods, must be supervised a reliable method allowing confidentiality, integrity, and durability of medium to be ensured throughout the process of dematerialization. If on the conceptual level, the operation seems simple, it is not the same on the practical level. Intrinsic and extrinsic limits to the documentary function are as many obstacles to dematerialization that this dissertation tent to resolve. Obviously, the opportunity cost of dematerialization for companies in the CEMAC zone is strategic. The adaptation on the legislative level is to be welcomed but should be accompanied on the practical level by a true community policy of maritime transport. A maritime transport policy emphasizing the creation of common infrastructures to ensure the interconnectivity and interoperability of systems. This has the advantage to ensure the facilitation of circulation and the secure transfer of documents in the full value chain. Such a policy will also facilitate the use soon in the CEMAC zone, of the Blockchain technology that we are proposing for the dematerialization of the negotiable transport document, "a true sea ...

Paperless process and the law, a marriage of convenience. The pioneering works of Philippe Garo and Albert Dione demonstrate this enough. In the digital age, adapting law in general and maritime law to electronic commerce is a sine qua non condition for securing transactions and confidence in the digital economy. If the issue relating to the legal status of dematerialized documents is today solved by the various texts of the UNCITRAL, legislation and the doctrine laying down legal principles of functional equivalence, media neutrality and technological neutrality, many questions remain raised and are the basis of this PhD dissertation. Does dematerialized transport documentation preserve their traditional legal functions ? If the answer is positive, it nevertheless remains subject to conditions. The issuing, transmission and or transfer of the electronic transport document, a title representative of the goods, must be supervised a reliable method allowing confidentiality, integrity, and durability of medium to be ensured throughout the process of dematerialization. If on the conceptual level, the operation seems simple, it is not the same on the practical level. Intrinsic and extrinsic limits to the documentary function are as many obstacles to dematerialization that this dissertation tent to resolve. Obviously, the opportunity cost of dematerialization for companies in the CEMAC zone is strategic. The adaptation on the legislative level is to be welcomed but should be accompanied on the practical level by a true community policy of maritime transport. A maritime transport policy emphasizing the creation of common infrastructures to ensure the interconnectivity and interoperability of systems. This has the advantage to ensure the facilitation of circulation and the secure transfer of documents in the full value chain. Such a policy will also facilitate the use soon in the CEMAC zone, of the Blockchain technology that we are proposing for the dematerialization of the negotiable transport document, "a true sea ...

South Korea's civil society developed in a long struggle for a just society and democracy. During this process distinctive perceptions and expectations of civil society were formed, such as high moral standards, an emphasis on the common good and an aversion to special interests. The role and political impact of civil society have increased considerably since democratisation in 1987. Against this background, conservative newspapers in particular have nurtured a bitter debate on the political role of civil society organisations, claiming they ought to maintain political neutrality. Naturally, their real aim is to de-politicise progressive movements in civil society. Hence, this struggle is about political hegemony. In fact, the conservative and the progressive camps find themselves in a clearly antagonistic situation, with almost no institutionalised intermediation. This antagonism is largely an inheritance from the authoritarian regimes of the past, which showed no mercy towards opposition movements, and it hinders the development of one prerequisite of democracy, namely tolerance and acceptance of the Other. Overcoming this antagonism is the greatest challenge that Korean politics and civil society now face. ; South Korea's civil society developed in a long struggle for a just society and democracy. During this process distinctive perceptions and expectations of civil society were formed, such as high moral standards, an emphasis on the common good and an aversion to special interests. The role and political impact of civil society have increased considerably since democratisation in 1987. Against this background, conservative newspapers in particular have nurtured a bitter debate on the political role of civil society organisations, claiming they ought to maintain political neutrality. Naturally, their real aim is to de-politicise progressive movements in civil society. Hence, this struggle is about political hegemony. In fact, the conservative and the progressive camps find themselves in a clearly ...

The demand side plays a pivotal role in order to understand the expanse of the whole energy system, especially when one considers the European Union's (EU) commitment to climate neutrality by 2050, in the context of which, energy demand needs to be reduced substantially. Therefore, the role of policies that support energy efficiency measures and demand-side management practices will be critical; however, the impacts of such policies can only be explored ex-ante using energy demand models. In this context, the energy demand models (EDMs) used in the Sustainable Energy Transitions Laboratory (SENTINEL) project provide yearly and hourly future demand profiles for each of the EU Member States. However, EDMs, including the ones used in SENTINEL, namely: BEVPO, DESSTINEE, DREEM, and HEB, are often criticized for not incorporating dynamic GDP, or socio-political dimensions. Having that in mind, the SENTINEL EDMs will be soft-linked with the QTDIAN toolbox from WP2 to incorporate storylines of different socio-political developments, while calculating the future energy demand. Furthermore, the SENTINEL EDMs use a linear economic (mainly GDP) projection as input data to calculate future energy demand profiles. However, the linear projection of economic input usually excludes market uncertainties, and hence, makes model outputs less realistic. To overcome this limitation in SENTINEL, EDMs will be also soft-linked with the macroeconomic model WEGDYN from WP5. This soft-linking will make the output of the SENTINEL EDMs much more realistic, and, hence, it is expected to increase their useability in decision-making. Thus, the demand profiles, more precisely the hourly and yearly demand profiles for the building, transport and industry sectors, will be used in WP4 as an input to calculate the energy balance in the context of the transition to climate neutrality in the EU. Finally, to make these exercises more policy relevant, all the aforementioned soft-linkages will take place for three case studies of different heterogeneous ...

EU is moving towards a climate neutrality goal in 2050 with heating of buildings posing a major challenge. This paper provides a deep understanding of the historical development, path dependency and current status of the EU-28 residential heat sectors to inform strategy and policy makers and to open up this black box. Data is combined for buildings, installed technologies, fuel consumption and energy supply for Member States from 1990 to 2015, to analyse the importance of large-scale infrastructures and supply chains. Primary energy supply for residential heating is mainly based on fossil fuels; 70% in 2015 with 69% imported. The building level technologies are dominated by non-condensing boilers and stoves. Primary and final energy consumption decreased in spite of an increase in the total occupied living area in most countries. Path-dependency effects are found in the residential heat supply in EU. The analysis show path-dependent trajectories are present in most Member States, especially regarding natural gas infrastructure. The period shows many options for decarbonisation are not used to the full potential, e.g., energy efficiency in buildings, district heating, heat pumps. Past experiences should be considered when developing new decarbonisation strategies in Member States and on the EU level. ; EU is moving towards a climate neutrality goal in 2050 with heating of buildings posing a major challenge. This paper provides a deep understanding of the historical development, path dependency and current status of the EU-28 residential heat sectors to inform strategy and policy makers and to open up this black box. Data is combined for buildings, installed technologies, fuel consumption and energy supply for Member States from 1990 to 2015, to analyse the importance of large-scale infrastructures and supply chains. Primary energy supply for residential heating is mainly based on fossil fuels; 70% in 2015 with 69% imported. The building level technologies are dominated by non-condensing boilers and stoves. ...

The thesis deals with transport CO2 emissions in France. It questions the alignment of current trends and public policies with the French climate ambition of reaching carbon neutrality by 2050. The national low carbon strategy identifies 5 drivers to decarbonize the transport sector: the moderation of transport demand, modal shift, load factor optimization, energy efficiency, and carbon intensity of energy. The thesis studies (1) their evolution in the past, (2) their possible changes by 2050, (3) the importance of travel speed, and (4) some policy implications. It appears that the acceleration of transports and the subsequent increase of transport demand, participated in the rise of transport emissions in the second half of the 20th century. Since the beginning of the 21st century, these variables are relatively stable, due to long-term trends towards saturation and short-term changes as the rise of oil prices and the implementation of speed control radars. In the future, important changes in terms of technology and sufficiency measures will be needed to reach carbon neutrality. ; La thèse s'intéresse aux émissions de CO2 des transports en France. Elle questionne l'alignement des politiques publiques et des évolutions actuelles, avec l'objectif d'atteindre la neutralité carbone en France en 2050. A cet horizon, la stratégie nationale bas-carbone vise une sortie quasiment totale du pétrole, en misant sur 5 leviers : la modération de la demande de transport, le report modal, un meilleur remplissage des véhicules, l'efficacité énergétique, et la décarbonation de l'énergie. La thèse étudie (1) l'évolution de ces leviers par le passé, (2) leur évolution possible d'ici 2050, (3) l'importance de la vitesse des mobilités, et (4) les implications pour les politiques publiques. Il en ressort que l'accélération des transports et l'augmentation de la demande qu'elle a permise, ont fortement tiré les émissions vers le haut sur la fin du XXème siècle. Depuis le tournant du millénaire, ces variables sont plus stagnantes, par ...

The thesis deals with transport CO2 emissions in France. It questions the alignment of current trends and public policies with the French climate ambition of reaching carbon neutrality by 2050. The national low carbon strategy identifies 5 drivers to decarbonize the transport sector: the moderation of transport demand, modal shift, load factor optimization, energy efficiency, and carbon intensity of energy. The thesis studies (1) their evolution in the past, (2) their possible changes by 2050, (3) the importance of travel speed, and (4) some policy implications. It appears that the acceleration of transports and the subsequent increase of transport demand, participated in the rise of transport emissions in the second half of the 20th century. Since the beginning of the 21st century, these variables are relatively stable, due to long-term trends towards saturation and short-term changes as the rise of oil prices and the implementation of speed control radars. In the future, important changes in terms of technology and sufficiency measures will be needed to reach carbon neutrality. ; La thèse s'intéresse aux émissions de CO2 des transports en France. Elle questionne l'alignement des politiques publiques et des évolutions actuelles, avec l'objectif d'atteindre la neutralité carbone en France en 2050. A cet horizon, la stratégie nationale bas-carbone vise une sortie quasiment totale du pétrole, en misant sur 5 leviers : la modération de la demande de transport, le report modal, un meilleur remplissage des véhicules, l'efficacité énergétique, et la décarbonation de l'énergie. La thèse étudie (1) l'évolution de ces leviers par le passé, (2) leur évolution possible d'ici 2050, (3) l'importance de la vitesse des mobilités, et (4) les implications pour les politiques publiques. Il en ressort que l'accélération des transports et l'augmentation de la demande qu'elle a permise, ont fortement tiré les émissions vers le haut sur la fin du XXème siècle. Depuis le tournant du millénaire, ces variables sont plus stagnantes, par ...

The thesis deals with transport CO2 emissions in France. It questions the alignment of current trends and public policies with the French climate ambition of reaching carbon neutrality by 2050. The national low carbon strategy identifies 5 drivers to decarbonize the transport sector: the moderation of transport demand, modal shift, load factor optimization, energy efficiency, and carbon intensity of energy. The thesis studies (1) their evolution in the past, (2) their possible changes by 2050, (3) the importance of travel speed, and (4) some policy implications. It appears that the acceleration of transports and the subsequent increase of transport demand, participated in the rise of transport emissions in the second half of the 20th century. Since the beginning of the 21st century, these variables are relatively stable, due to long-term trends towards saturation and short-term changes as the rise of oil prices and the implementation of speed control radars. In the future, important changes in terms of technology and sufficiency measures will be needed to reach carbon neutrality. ; La thèse s'intéresse aux émissions de CO2 des transports en France. Elle questionne l'alignement des politiques publiques et des évolutions actuelles, avec l'objectif d'atteindre la neutralité carbone en France en 2050. A cet horizon, la stratégie nationale bas-carbone vise une sortie quasiment totale du pétrole, en misant sur 5 leviers : la modération de la demande de transport, le report modal, un meilleur remplissage des véhicules, l'efficacité énergétique, et la décarbonation de l'énergie. La thèse étudie (1) l'évolution de ces leviers par le passé, (2) leur évolution possible d'ici 2050, (3) l'importance de la vitesse des mobilités, et (4) les implications pour les politiques publiques. Il en ressort que l'accélération des transports et l'augmentation de la demande qu'elle a permise, ont fortement tiré les émissions vers le haut sur la fin du XXème siècle. Depuis le tournant du millénaire, ces variables sont plus stagnantes, par ...

The thesis deals with transport CO2 emissions in France. It questions the alignment of current trends and public policies with the French climate ambition of reaching carbon neutrality by 2050. The national low carbon strategy identifies 5 drivers to decarbonize the transport sector: the moderation of transport demand, modal shift, load factor optimization, energy efficiency, and carbon intensity of energy. The thesis studies (1) their evolution in the past, (2) their possible changes by 2050, (3) the importance of travel speed, and (4) some policy implications. It appears that the acceleration of transports and the subsequent increase of transport demand, participated in the rise of transport emissions in the second half of the 20th century. Since the beginning of the 21st century, these variables are relatively stable, due to long-term trends towards saturation and short-term changes as the rise of oil prices and the implementation of speed control radars. In the future, important changes in terms of technology and sufficiency measures will be needed to reach carbon neutrality. ; La thèse s'intéresse aux émissions de CO2 des transports en France. Elle questionne l'alignement des politiques publiques et des évolutions actuelles, avec l'objectif d'atteindre la neutralité carbone en France en 2050. A cet horizon, la stratégie nationale bas-carbone vise une sortie quasiment totale du pétrole, en misant sur 5 leviers : la modération de la demande de transport, le report modal, un meilleur remplissage des véhicules, l'efficacité énergétique, et la décarbonation de l'énergie. La thèse étudie (1) l'évolution de ces leviers par le passé, (2) leur évolution possible d'ici 2050, (3) l'importance de la vitesse des mobilités, et (4) les implications pour les politiques publiques. Il en ressort que l'accélération des transports et l'augmentation de la demande qu'elle a permise, ont fortement tiré les émissions vers le haut sur la fin du XXème siècle. Depuis le tournant du millénaire, ces variables sont plus stagnantes, par ...

The thesis deals with transport CO2 emissions in France. It questions the alignment of current trends and public policies with the French climate ambition of reaching carbon neutrality by 2050. The national low carbon strategy identifies 5 drivers to decarbonize the transport sector: the moderation of transport demand, modal shift, load factor optimization, energy efficiency, and carbon intensity of energy. The thesis studies (1) their evolution in the past, (2) their possible changes by 2050, (3) the importance of travel speed, and (4) some policy implications. It appears that the acceleration of transports and the subsequent increase of transport demand, participated in the rise of transport emissions in the second half of the 20th century. Since the beginning of the 21st century, these variables are relatively stable, due to long-term trends towards saturation and short-term changes as the rise of oil prices and the implementation of speed control radars. In the future, important changes in terms of technology and sufficiency measures will be needed to reach carbon neutrality. ; La thèse s'intéresse aux émissions de CO2 des transports en France. Elle questionne l'alignement des politiques publiques et des évolutions actuelles, avec l'objectif d'atteindre la neutralité carbone en France en 2050. A cet horizon, la stratégie nationale bas-carbone vise une sortie quasiment totale du pétrole, en misant sur 5 leviers : la modération de la demande de transport, le report modal, un meilleur remplissage des véhicules, l'efficacité énergétique, et la décarbonation de l'énergie. La thèse étudie (1) l'évolution de ces leviers par le passé, (2) leur évolution possible d'ici 2050, (3) l'importance de la vitesse des mobilités, et (4) les implications pour les politiques publiques. Il en ressort que l'accélération des transports et l'augmentation de la demande qu'elle a permise, ont fortement tiré les émissions vers le haut sur la fin du XXème siècle. Depuis le tournant du millénaire, ces variables sont plus stagnantes, par ...

As decarbonization and climate policy are gaining relevance in the European Union (EU) energy policy, the present paper seeks to present both priorities and challenges for of the EU energy transition. As priorities, we outline the key targets and initiatives proposed and set by the European institutions in relation to the energy matters. The EU identifies renewable energy sources, energy efficiency and reduction of the greenhouse gas (GHG) as the three pillars to achieve its carbon neutrality. The final goal for to the EU energy and climate targets is to achieve climate neutrality by 2050. Nevertheless, since given energy policy is being a "shared competence" between the EU institutions and Member States, each Member State plays a critical role for the achievement of the EU energy transition. Different socioeconomic structures and the energy mix across Europe have caused the implementation process of each EU target to develop at a different pace among European countries. We illustrate this drawing on four countries: Italy, the UK, Germany and Poland. We assess their political commitment to the energy transition and their actions regarding energy transformation. These four countries are only an example of the different pace in the implementation of the EU energy and climate targets. The last part of the paper is devoted to the ambitious plan, called Green New Deal, launched by the present Commission President, Ursula von der Leyen. It sets key priorities, reaffirming European commitments to the energy and climate transition. However, the plan faces significant obstacles. For example, division among Member States (North-South and West-East) might be a factor that could undermine the achievement of the European energy transition, due to multiple and divergent interests (also on the future role of the energy transition in the aftermath of COVID-19 and the resulting economic crisis). Another challenge is constituted by popular opposition, especially from those people that see the energy transition — and consequent ...

This survey is part of the study series "Security". This series of studies is based on a representative survey of security policy opinion-forming in Switzerland carried out in 1983. This survey was conducted at the Institute of Sociology Unitobler University of Bern by K. Haltiner and was supported by the Swiss National Science Foundation (NRP No. 11 "Security Policy", Project 4.419.0.81.11). Since 1991, opinion-forming in security policy has been collected annually since January/February and published under the title "Security". At the same time, the survey was expanded to include questions on foreign policy and the general feeling of security. The project is now being led by the Military Sociology Lectureship of the Military Academy at ETH Zurich and the Center for Security Studies of ETH Zurich.
The aim of these surveys is to identify trends and tendencies with regard to the general perception of security and threats, confidence in institutions and authorities, the degree of cooperation in foreign and security policy, neutrality in general and different views of neutrality, attitudes towards military defence and the interest in security policy. In addition to a core of questions that are asked at all times or at irregular intervals, they are also asked annually on current security policy issues. In 2016 these were: measures to maintain internal security, division of tasks between police and private security companies, assessment of contact with the police and private security companies, fear of crime, subjective feeling of security in public space, and an open question as to which tasks the Swiss army should fulfil from the point of view of the Swiss electorate. In addition to the trend analysis, the series of studies also focuses on the question of the extent to which attitudes towards the three issues (general security, foreign policy and defence policy) are related to living conditions and political orientation.