Suchergebnisse

Lateinamerika kennt zahlreiche Protestbewegungen seiner indigenen Bevölkerung. Einer der emblematischsten Fälle ist die soziale Bewegung gegen ein Prestige-Projekt der Morales-Regierung: den Bau einer Straße im Indigenen Territorium und Nationalpark Isiboro Sécure (TIPNIS) im bolivianischen Amazonasgebiet. Mit Blick auf die Perspektiven der heterogenen Protestakteur*innen rekonstruiert Maximilian Held diesen Widerstand in seinen komplexen Erscheinungsformen. Dabei stellt er heraus, wie Problematiken der geschwächten indigenen Selbstverwaltung, sozioökologische Bedrohungen, Defizite des neoextraktiven Entwicklungsmodells und mangelnde Rechtsumsetzung zusammenhängen.

Lateinamerika kennt zahlreiche Protestbewegungen seiner indigenen Bevölkerung. Einer der emblematischsten Fälle ist die soziale Bewegung gegen ein Prestige-Projekt der Morales-Regierung: den Bau einer Straße im Indigenen Territorium und Nationalpark Isiboro Sécure (TIPNIS) im bolivianischen Amazonasgebiet. Mit Blick auf die Perspektiven der heterogenen Protestakteur*innen rekonstruiert der Autor diesen Widerstand in seinen komplexen Erscheinungsformen. Dabei stellt er heraus, wie Problematiken der geschwächten indigenen Selbstverwaltung, sozioökologische Bedrohungen, Defizite des neoextraktiven Entwicklungsmodells und mangelnde Rechtsumsetzung zusammenhängen.

In the 19th century, the use of fossil fuels triggered the industrial revolution. What led to great prosperity has turned into a crisis for our planet. Climate change poses an existential threat to humanity and plenty of ecosystems. The good news is: We have solutions at hand to solve this crisis. This work analyses CO2 mitigation pathways for the automotive, the aviation, and the shipping sector in Europe. Currently, these three sectors have an annual demand for fossil fuels (mainly diesel, gasoline, and jet fuel) of roughly 3'500 TWh and are responsible for CO2 emissions of 917 Mt p.a., with 60% stemming from the automotive sector, and about 20% each from aviation and shipping. In the future, these fossil fuels will have to be replaced by renewable energy carriers, in this thesis defined as renewable electricity or fuels produced from renewable electricity (so-called e-fuels), including hydrogen, ammonia, methane, methanol, and diesel. Renewable electricity could become for this century what coal and oil were for the last. If the transition to carbon-neutrality is mastered until 2050, it could shift the primary energy demand massively towards aviation and shipping. Until 2050, the electrification of transport could more than double the current electricity consumption of Europe, from roughly 3'000 TWh to about 7'500 TWh. The automotive sector could only have a share of 10% of this electricity demand in 2050, while the share of shipping could rise to almost 40%. Aviation could be the predominant electricity consumer with a share of over 50%. These numbers represent a scenario in which electric cars, ships powered by liquefied hydrogen or ammonia and aircraft running on e-jet fuel prevail, for which this thesis finds evidence. The additional electricity demand would require massive investments in renewable electricity generation assets in Europe, exceeding currently installed capacities of PV and wind power plants by a factor of 5-8. Currently, aviation and shipping are far from contributing their fair share to the target of limiting global warming to 2.0°C. Only the automotive sector is roughly on track, if the current emission reduction trajectory until 2030 imposed by the European Union were to continue beyond that year. The aviation sector is on its way towards cumulative emissions (2021-2050) of roughly 7.5 Gt CO2, compared to its maximum permissible amount of emissions for a 1.5◦C/2.0°C target –its carbon budget– of 1.1/3.8 Gt CO2 (derived from the global carbon budget assuming even distribution across countries and sectors according to their population and emission shares). The situation for the shipping sector is similar. Both, aviation and shipping, lack ambitious emission targets. Given their increasing relevance in the future, accelerating their transition to renewable energy carriers could be even more important than tightening targets for the automotive sector. Long lifetimes of existing vehicles commit current fleets to high locked- in emissions. The turnover time of the ship fleet towards new propulsion systems is constrained by ships' average lifetimes of 25-40 years. Even if all newly built ships were powered by carbon-neutral energy carriers from 2021 on, the locked-in emissions of the existing vehicle stock would overshoot the sector's 1.5°C carbon budget by 100%. The same phenomenon can be observed for cars. Even if all newly sold cars were full-electric from 2021 on, the sector's 1.5°C carbon budget would be exceeded by roughly 40%. Blends of e-diesel for the existing vehicle fleet, early retirements of existing vehicles or retrofits could close this gap. Otherwise, other sectors will have to contribute even more towards a 1.5°C target. The cost gap between fossil and renewable energy carriers has to be closed through policies and industry R&D as soon as possible if climate targets are to be met. In particular the production costs of e-jet fuel exceeds cur- rent market prices of fossil jet fuel (averaged over the last seven years) by a factor of about 5-8, depending on the production location in Europe. At current emission rates, the automotive sector, aviation, and shipping will have used up their 1.5°C carbon budgets within the next six years. Fast, decisive action is needed to turn the tide and set a new course towards 1.5°C. This thesis provides technology pathways on how the transition to carbon-neutrality could be mastered.

Klappentext: Lateinamerika kennt zahlreiche Protestbewegungen seiner indigenen Bevölkerung. Einer der emblematischsten Fälle ist die soziale Bewegung gegen ein Prestige-Projekt der Morales-Regierung: den Bau einer Straße im Indigenen Territorium und Nationalpark Isiboro Sécure (TIPNIS) im bolivianischen Amazonasgebiet. Mit Blick auf die Perspektiven der heterogenen Protestakteur*innen rekonstruiert Maximilian Held diesen Widerstand in seinen komplexen Erscheinungsformen. Dabei stellt er heraus, wie Problematiken der geschwächten indigenen Selbstverwaltung, sozioökologische Bedrohungen, Defizite des neoextraktiven Entwicklungsmodells und mangelnde Rechtsumsetzung zusammenhängen.

Klappentext: Lateinamerika kennt zahlreiche Protestbewegungen seiner indigenen Bevölkerung. Einer der emblematischsten Fälle ist die soziale Bewegung gegen ein Prestige-Projekt der Morales-Regierung: den Bau einer Straße im Indigenen Territorium und Nationalpark Isiboro Sécure (TIPNIS) im bolivianischen Amazonasgebiet. Mit Blick auf die Perspektiven der heterogenen Protestakteur*innen rekonstruiert Maximilian Held diesen Widerstand in seinen komplexen Erscheinungsformen. Dabei stellt er heraus, wie Problematiken der geschwächten indigenen Selbstverwaltung, sozioökologische Bedrohungen, Defizite des neoextraktiven Entwicklungsmodells und mangelnde Rechtsumsetzung zusammenhängen.

La Industria 4.0 incorpora un grupo de tecnologías diversas. Implantarlas en las empresas requerirá una amplia participación. Las actuales formas de diseño participativo (métodos 'Agile', Design Thinking, innovación abierta…) suelen implicar más a los clientes pero no a los trabajadores de producción de las compañías. Los autores han investigado si la ingeniería de producción que implanta la Industria 4.0 quiere involucrar a sus colegas del taller y, en su caso, cómo lo harán. Se presentan resultados de entrevistas cualitativas, de una encuesta cuantitativa y de ordenamientos a partir del método Q de encuestas, realizados a alrededor de 230 empleados de ingeniería de una planta de automoción. Se invitó a los ingenieros que han participado a que expresaran sus puntos de vista, sus experiencias y visiones sobre cómo los trabajadores de producción podrían ser involucrados en la implantación de la Industria 4.0. Por un lado, los datos sugieren una actitud positiva hacia las experiencias de participación. Por otro lado, la participación es muy exigente: los entrevistados señalan una falta de tiempo y de oportunidades para desarrollarla. Requerirá más imaginación e iniciativa para romper con los procesos formales, a menudo limitados a ir alcanzado simples mejoras productivas.

Shore-side electricity can drastically reduce the emissions from fossil fuel-powered auxiliary engines of ships at berth. Data scarcity on the auxiliary power demand at berth has limited the scope and temporal resolution of previous studies to few ports and ships. We establish a novel method to estimate the auxiliary power demand at berth for 714 major ports in the European Economic Area (EEA) and the United Kingdom (UK). Therefore, emission report data from the Monitoring, Reporting and Verification scheme of the European Union and ship tracking data from the Automatic Identification System are combined. Annual emissions of 3 Mt (/ 5 Mt) CO2 could be avoided if the auxiliary power demand at berth would be supplied from national grids (/ from CO2-neutral electricity). This equals an average reduction of overall shipping emissions by 2.2% (3.7%), and requires only 0.2% (6.4 TWh) of the current electricity generation capacity of the EEA and the UK. Using shore-side electricity from the grid can also contribute to substantial annual local air pollution reductions of 86,431 t NOx, 4,130 t SOx, 1,596 t PM10, 4,333 t CO, 94 t CH4, 4,818 t NMVOC, and 235 t N2O. ; ISSN:0306-2619 ; ISSN:1872-9118

Ambitions to mitigate climate change, increase the pressure to reduce greenhouse gas (GHG) emissions across all sectors of the economy, with significant implications for the energy landscape as well as other emissions sources. Switzerland has committed to reducing its annual direct emissions of GHG by 50% by 2030 compared to 1990. A major share of this reduction shall be achieved domestically while some emissions can be based on measures abroad through the use of international credits. The Swiss government has also formulated the long-term goal to reduce GHG emissions in 2050 by 70-85% compared to 1990 levels (including measures abroad), and to achieve climate neutrality after 2050. Today, domestic GHG emissions in Switzerland originate by about 60% from energy conversion in the transport and building sectors, and by 40 % from other sources including industry. Carbondioxide (CO2) is the major GHG that is emitted with the transport sector being the sector with largest contribution. Given this distribution of GHG emissions, particularly CO2 emissions in the demand sectors attributable to energy conversion and industrial production processes need to be avoided to achieve the climate goals. As of 2017, the Swiss electricity sector is already almost CO2-free as electricity is mainly generated from hydropower (60%), nuclear (32%) renewable and non-renewable combustible energy (5%) and other renewable energy (4%). Future pathways for the developments of the Swiss energy sector are framed by the Swiss Energy Strategy 2050, which aims at discontinuing energy supply from nuclear power plants in Switzerland, and promoting renewable energy and energy efficiency. The transformation of the Swiss energy economy calls for the deployment of new low-carbon energy solutions while maintaining the high level of energy supply reliability, which in particular applies to the electricity sector. One option to provide low-carbon energy services is an increased electrification of energy demand services while using low-carbon generation sources. Against the background of a growing share of variable renewable energy sources in the electricity mix, such as wind and solar energy, the challenges of temporal and spatial balancing of supply and demand is expected to increase in future. Temporal balancing arises due to the inevitable mismatch between renewable electricity production and demand as a consequence of day/night cycles, weather effects and seasonal differences, while spatial balancing is resulting from differences between the locations of electricity production and consumption. A future Swiss energy supply substantially relying on large shares of intermittent electricity generation (mainly photovoltaics and wind power) will need sufficient flexibility options. These must allow for shifting energy between day and night as well as from summer to winter: roof-top PV installations, which exhibit the largest potential for new renewable electricity generation in Switzerland by far, show a distinct seasonal peak in summer and daily peak at noon. These peaks in electricity generation – if not to be curtailed – must either be stored and re-used as electricity at times without sufficient generation, or transformed into other energy carriers such as gases and liquids, which can be used as e.g. transport or heating fuels. In addition to the flexible power plants operated in Switzerland already today, i.e. dam hydro plants and pump storage power plants, increasing the system's flexibility and installing of further flexible power plants and storages becomes inevitable at very high shares of wind and solar PV electricity production in order to operate the electricity system cost-efficiently and to ensure the system's secure operation. A related aspect concerning flexibility options is their location in the system, which, preferably, is close to the Solar-PV generation sites which are often embedded in the consumption centres. There are multiple technologies and measures to avoid CO2 emissions and to increase the energy system's flexibility with Power-to-X (P2X) technologies representing one possible option of the technology portfolio. As defined in this White Paper, the terminology "P2X" refers to a class of technologies that use an electro-chemical process to convert electricity into a gaseous or liquid energy carrier or chemical product (and vice versa), and which may include energy storage. As such, P2X technology not only offers the possibility of enhanced sector coupling between the power sector and energy demand sectors but also to provide short and long-term supply and demand balancing. The objective of the White Paper its supplementary report is to collect the major existing P2X knowledge and to provide a synthesis and evaluation for the Swiss energy market. With the aim to derive a technical, economic and environmental assessment of P2X in the energy system, the gas market, the mobility sector and the electricity market are specifically investigated. Where possible, the White Paper also provides information on applications of P2X technologies in production industries. P2X technology stands for a cluster of technologies which use electricity and other inputs in order to produce other secondary energy carriers. Hence, P2X comprises multiple conversion pathways and energy carriers. In this White Paper we focus on the conversion to hydrogen as well as further gaseous and liquid energy carriers, such as methane, methanol, OME and FT-diesel, as well as the reelectrification where appropriate. For industrial P2X applications further energy carriers/conversion pathways might be included (depending on available information). Since this White Paper focusses on P2X technologies based on chemical conversion processes, technologies for the conversion of electricity with the purpose to produce heat as target product is not in the scope of this White Paper. The White Paper on Power-to-X Technology and its supplementary report emanate from the corresponding project of the Joint Activity of five Swiss Competence Centers for Energy Research (SCCER) funded by Innosuisse with complementary funding from the Swiss Federal Office of Energy (SFOE).