Abstract

Decarbonization is one of the biggest challenges of our time. The European Union, as other organizations have already designed the strategies to achieve a more sustainable future. The integration of renewable energy sources is not a technical challenge anymore. However, due to the variability of these type of technologies some actions should be implemented so the conventional ones are not needed any more. One crucial solution is the implementation of demand side management actions which focus on controlling the demand rather than the generation. This thesis identifes the diferent actions on diferent demand side management actions and their performance in Spain. Also, an analysis regarding implemented policies in other European countries is performed to identify successful actions that could be later implemented in Spain. Ingeniería de la Energí

Abstract

Standardization of emission calculation is progressing swiftly in order to support the improvement of the sustainability of transport chains. Using the GLEC Framework v1.0 as a starting point, this research maps out, which further gaps need to be addressed for ensuring seamless coverage at a meaningful accuracy of such a calculation. The analysis is based on a desk research complemented by considerations and feedback received in the context of real-life test cases of the GLEC Framework. The paper closes with an outlook on requirements towards an eco-label related to the emission calculation standardization.

Abstract

This paper describes interim results of the ongoing CEDR-funded "FALCON" project, which aims to introduce a step improvement in transport efficiency in Europe through the definition of a new performance-oriented legislative framework for road freight transport, thus ensuring a proper match between vehicles and the infrastructure. A Smart Infrastructure Access Policy (SIAP) is being developed as the primary method of regulation, in which policy explicitly specifies the performance level required from the road freight vehicle with respect to safety, manoeuvrability, infrastructure loading, and environmental impact, while giving consideration to national topologies and operational conditions. This method is fundamentally different to the prescriptive approach which mandates mass and dimension limits of vehicles. The prescriptive approach indirectly and often ineffectively ensures acceptable vehicle performance, as is the case of current, mainly prescriptive oriented, European legislation (96/53/EC).

Abstract

Smart-Rail has targeted the alignment of rail freight services performance with the requirements of the “new” rail freight market that should be attracted in order to achieve a modal-shift. In general terms this implies that in order to be able to compete with the road options, a reduction of logistical costs should be achieved and not only a reduction of the price paid for the rail services. A significant share of the rail related logistical costs for the user can be reduced by improvement of reliability, lead time, flexibility and visibility. Smart-Rail has focussend on:"br" • Contribution to a mental shift of the rail sector toward a client oriented and supply chain focus."br" • Developing supply chain oriented business models for cooperation of different stakeholders."br" • Development of a methodology and architecture for exchange of data/information between stakeholder."br" • Establishment of three operational Continuous Improvement Tracks (CIT’s) with the purpose to identify the practical barriers and improve and test the innovative measures in a real life situation."br" The H2020 project Smart-Rail is a lighthouse projects of Shift2Rail running between May 2015 and April 2018.

Abstract

Integrating sustainability in the road construction sector is omnipresent and is still gaining interest. This paper"br" specifically addresses the topic of environment-friendly and sustainable procurement of road works (Green"br" Public Procurement). The Belgian Road Research Centre has formed a national working group with members"br" from road administrations, road contractors, and sustainability experts."br" The main objectives of this working group are to help road authorities (at the national and regional levels) in the"br" process of including sustainability indicators in their road tenders, with a view to achieving Green Public"br" Procurement in their road projects, and to keep abreast of new developments: European guidelines, best practices"br" in the sector, progress in other sectors such as the building industry, and certification in other sectors and in road"br" construction."br" The aim is to define the most important sustainability (environmental-social-financial) indicators in the life cycle"br" of a road pavement, and use the evaluation of these to come to an overall assessment of the road’s sustainability"br" for use as a criterion in tendering. Pragmatic choices are made from the basket of sustainability indicators to"br" keep the methodology easy and simple yet objective, without aspiring to a full life cycle analysis."br" A pilot project has been set up with global warming potential, the depletion of materials, noise, responsible"br" sourcing, road availability and annoyance to people, and direct construction costs as environmental, social and"br" financial indicators. Each of these is split up into sub-indicators (such as road transport, recycled contents, tyreroad"br" noise, or rolling resistance) that are all assessed by an easy procedure for both the contractor and the road"br" administration, respectively, thereby delivering and checking the sustainability information in the tender."br" The evaluation leads to a single value, i.e., a weighted sustainability score. This score affects the actual tender"br" price in such way that direct costs as well as the sustainability score both determine which contractor wins the"br" bid."br" The paper describes the implementation of the methodology in the pilot project.

Abstract

Carbon footprinting is regarded as one means of enhancing transparency on where greenhouse gas (GHG) emissions are produced within a transport chain and thus limiting the emissions and improving the efficiency of transport and transhipment on both the demand and supply sides of the market. To meet global GHG reduction targets and to realize sustainable transport chains, standardization of emissions calculations is progressing swiftly. One of the core requirements in the next steps of the standardization effort is harmonization of level of detail of the various transport modes. In particular logistics hubs have been identified as relevant for such a development and whereas developments for transport modes such as rail, road, air, or water are pursued by industry representatives and their organizations, logistics hubs have no organization which is intrinsically motivated to further develop an approach to emissions calculation. Research can deliver an important and valuable contribution here. Therefore, based on extensive empirical research in the form of questionnaires and real-life examples of emissions calculation, this paper describes the motivations and barriers currently experienced by shippers and logistics service providers when computing emissions. Possible approaches to overcoming these barriers and contributing to the further improvement of the level of maturity of emissions calculation of logistics hubs are described and discussed. The paper closes with an outlook on further requirements toward transport chain emissions calculation standardization developments.

Abstract

As Catalonia embarks on its journey towards decarbonization, hydrogen emerges as a pivotal component of its clean energy strategy. This abstract presents a forecast of hydrogen utilization in Catalonia, shedding light on the opportunities and challenges inherent in its widespread adoption.

Hydrogen holds immense promise as a versatile energy carrier capable of decarbonizing various sectors, including transportation, industry, and residential heating. In Catalonia, the forecasted utilization of hydrogen reflects a strategic shift towards sustainable practices, driven by ambitious climate targets and technological advancements.

 

In the transportation sector, hydrogen fuel cell vehicles (FCVs) are poised to play a prominent role, offering zero-emission mobility without compromising range or refuelling convenience.  Nowadays, TMB (Transports Municipals de Barcelona) has increased significantly the hydrogen buses fleet and some industrial examples are being developed, but not relative only to heavy transport also in intra logistic areas.  

 

In the industrial sector, hydrogen emerges as a key enabler of decarbonization, particularly in energy-intensive industries such as chemicals and construction. The forecast highlights the potential for green hydrogen to replace fossil fuels in industrial processes, leading to significant reductions in carbon emissions and enhancing Catalonia's industrial competitiveness on the global stage and in Tarragona area.

 

Moreover, the forecast examines the integration of hydrogen into the residential sector, where it can serve as a clean alternative for heating and power generation. By leveraging renewable sources for hydrogen production and investing in decentralized hydrogen infrastructure, Catalonia aims to provide sustainable energy solutions to residential consumers, fostering energy independence and resilience.

 

However, the forecast also underscores several challenges that must be addressed to realize the full potential of hydrogen utilization in Catalonia. These include the need for robust regulatory frameworks, investment incentives, and public awareness campaigns to overcome technological barriers and market uncertainties.

 

In conclusion, the forecast of hydrogen utilization in Catalonia paints a compelling picture of a future characterized by sustainable energy practices, economic growth, and environmental stewardship. By seizing the opportunities presented by hydrogen technologies and addressing the associated challenges proactively, Catalonia can chart a course towards a decarbonized future that serves as a model for regions around the globe.

 

Abstract

L’article pretén acreditar com la Unió Europea es troba en una posició de lideratge pel que fa a la descarbonització de les economies que la conformen, particularment en relació a la manufactura industrial. Aquest procés es deu fonamentalment a la substitució de fonts energètiques derivades dels combustibles fòssils per d’altres d’alternatives, no només de forma espontània sinó també guiada per la política fiscal; per exemple, a través de l’existència del programa EU-ETS (Emissions Trading System) pel qual molts sectors industrials han de pagar una taxa per cada tona de CO2 que emeten. El resultat de combinar una fiscalitat pigouviana per fomentar aquest procés de descarbonització juntament amb la realitat que moltes de les fonts energètiques o tecnologies substitutives tenen un cost primari més elevat que les opcions menys sostenibles deriva en una degradació de l’estructura de costos per a una diversitat de sectors industrials europeus. Aquest fenomen es veu accentuat pel caràcter embrionari de moltes d’aquestes alternatives tecnològiques verdes, que previsiblement disminuiran el seu cost durant les properes dècades. Es pretén posar de manifest el risc de que el lideratge temporal en aquesta transició acabi implicant per a Europa assumir uns costos industrials poc competitius en el context internacional, mentre que altres geografies poden adoptar aquestes solucions un cop ja se n’hagi validat la seva viabilitat tecnològica i iniciat la corba decreixent de costos. Es vol avaluar de quina manera aquest escenari pot derivar en una nova onada de deslocalització industrial que resulti en l’efecte contrari: unes majors emissions de CO2 incrustades dins dels productes dels quals Europa seria netament importadora. Es pretenen posar de manifest alguns instruments de fiscalitat, com el mecanisme de compensació a frontera, orientats a mitigar aquests efectes, així com analitzar-ne els pros i contres.

Abstract

Mobility is at the heart of our society meanwhile the transport sector is responsible for about one third of Europe’s greenhouse gas (GHG) emissions and the main cause of air and noise pollution, affecting citizens’ health, especially in urban areas. What if we could find a way to move as flexibly, quickly and conveniently as today and at the same time keep our environment clean? Fuel cell electric buses are part of the solution and a commercialisation strategy is in place to bring the costs down, and this is what past deployments and the JIVE project are demonstrating across Europe."br" After introducing the topic and explaining what fuel cell electric buses are, the paper will highlight the results and recommendations of previous and current fuel cell bus deployment projects to date – namely CHIC, High V.LO-City and Hytransit. The JIVE and MEHRLIN projects, which will deploy 139 new fuel cell buses and their hydrogen infrastructure will then be introduced along with the commercialisation strategy of fuel cell buses that started in parallel. The paper ends with a mention of the JIVE 2 project, which will add another 152 fuel cell buses in European cities, and will expend the deployment to new countries in Europe.

Abstract

International shipping has finally set a target to reduce its CO2 emission by at least 50% by 2050. Despite this positive progress, this target is still not sufficient to reach Paris Agreement goals since CO2 emissions from international shipping could reach 17% of global emissions by 2050 if no measures are taken. A key factor that hampers the achievement of Paris goals is the knowledge gap in terms of what level of decarbonization it is possible to achieve using all the available technologies. This paper examines the technical possibility of achieving the 1.5° goal of the Paris Agreement and the required supporting policy measures. We project the transport demand for 6 ship types (dry bulk, container, oil tanker, gas, wet product and chemical, and general cargo) based on the Organization for Economic Co-operation and Development&rsquo s (OECD&rsquo s) global trade projection of 25 commodities. Subsequently, we test the impact of mitigation measures on CO2 emissions until 2035 using an international freight transport and emission model. We present four possible decarbonization pathways which combine all the technologies available today. We found that an 82&ndash 95% reduction in CO2 emissions could be possible by 2035. Finally, we examine the barriers and the relevant policy measures to advance the decarbonization of international maritime transport. Document type: Article