IVL Swedish Environmental Research Institute
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Low carbon marine freight
No full textWe have studied the possibility to introduce biobased fuels as marine fuels. A business model in which low carbon marine freight is offered to shippers is analysed. The model is in many ways similar to existing schemes in the energy sector (“green electricity”, biogas and district heating). A fundamental principle of the model is that the cost increase in transportation when biobased fuels are used can be transferred to the end consumer. Technical aspects, fuel supply issues, economic implications, and freight market aspects are all considered from a perspective of using liquid biobased fuel on ships. We find that both HVO and FAME/RME are suitable options to blend in fossil marine fuelsIn a continuation of this work, a project with real life tests is aimed for. In a workshop we therefore gathered stakeholders that have key roles in the proposed business model. A number of shippers that joined the workshop showed an interest in trying this model in cooperation with ship owners that provide their transports.In this report, we have studied the possibility to introduce biobased fuels as marine fuels. A business model in which low carbon marine freight is offered to shippers is analysed. The model is in many ways similar to existing schemes in the energy sector (“green electricity”, biogas and district heating). A fundamental principle of the model is that the cost increase in transportation when biobased fuels are used can be transferred to the end consumer
Comparing emission rates derived from remote sensing with PEMS and chassis dynamometer tests - CONOX Task 1 report
No full textIn this report a newly developed method is presented to enable improved comparisons of emission results from remote sensing measurements with those from PEMS routes or from chassis dynamometer standard driving cycles, which together will help to corroborate measurements and better understand real-driving emissions of in particular NOX from late model diesel light-duty vehicles, e.g. Euro 5 and Euro 6 passenger cars. The method utilizes information and data commonly available from remote sensing measurements, such as speed, acceleration and road grade, together with crucial vehicle information, such as vehicle segment, engine/fuel type and Euro classification. From this information the vehicle specific power (VSP) is calculated on an individual vehicle level, which is used as input to simulations with the TU Graz PHEM model to derive instantaneous fuel rates on an individual or aggregated vehicle level. The derived fuel rates are used to convert emissions expressed as gram pollutant emitted per kg fuel burned from the remote sensing measurements into gram pollutant emitted per vehicle distance driven (e.g. g/km). By dividing large remote sensing datasets into VSP bins, the proposed method can be used to convert remote sensing emission rates to any test cycle, such as the WLTP, for further comparisons
Potential och lösningar för återbruk på svenska kontor
No full textKontorsinredning och interiöra byggprodukter återbrukas inte i så stor grad som den skulle kunna i Sverige idag. I denna rapport beskriver vi hur stor potentialen för återbruk av svensk kontorsinredning och interiöra byggprodukter är. Vi identifierar även ett antal möjliga lösningar på de hinder som idag motverkar att denna återbrukspotential uppnås. I projektet undersöks återbrukspotentialen i form av mängder, klimatbesparingar och ekonomiska besparingar. Åtta vanliga kontorsprodukter har valts ut för denna studie. Dessa produkter innefattar både fasta interiöra byggprodukter och lös kontorsinredning för att representera den totala mängden kontorsprodukter. I projektet beräknas även en sammanvägd återbrukspotential som en faktor av mängdpotentialen, klimatbesparingspotentialen och den ekonomiska potentialen. Den sammanvägda potentialen gör det möjligt att jämföra återbrukspotentialen av olika kontorsprodukter. Sammanvägningen visar att den totalt största återbrukspotentialen återfinns för: 1. Glaspartier 2. Höj- och sänkbara skrivbord 3. Kontorsstolar Den nationella återbrukspotentialen beräknas genom att ställa två scenarier mot varandra: Scenario 1: Alla kontorsprodukter som årligen frigörs genom renoveringar och lokalanpassningar av svenska kontor går till avfall, och ersätts av en motsvarande nytillverkad produkt Scenario 2: Alla kontorsprodukter som årligen frigörs genom renoveringar och lokalanpassningar av svenska kontor återbrukas, och ersätter därmed nytillverkningen av en motsvarande produkt Återbrukspotentialen utgörs därmed av mellanskillnaden i mängder, växthusgasutsläpp och kostnader mellan dessa två scenarier. Nedan redovisas kortfattat återbrukspotentialen för de studerade kontorsprodukterna i avseende på mängder, klimatbesparingar och ekonomiska besparingar. I rapporten redovisar IVL även ett antal centrala hinder och lösningar för ökat återbruk av svensk kontorsinredning och interiöra byggprodukter. Dessa tas fram genom enkätutskick och workshops med deltagande aktörer, samt en omvärldsanalys kring återbruk i andra branscher och länder. Sju hinder framträder i rapporten som extra betydande och viktiga att lösa för att få till ett ökat återbruk. Dessa hinder är: - Okunskap - Brist på ekonomiska incitament - Vanebeteenden - Linjära affärsmodeller - Tid - Lager och logistik - Få aktörer Många av de identifierade hindren hänger ihop och påverkar varandra. Detta medför att om ett hinder övervinns kan det även ge positiv effekt på ett annat hinder. Med utgångspunkt i de identifierade hindren tar IVL i rapporten fram ett antal förslag på lösningar, vars potential att motverka dessa hinder bedöms som särskilt stor. Dessa lösningar är: - Utveckling av bygglagstiftning - Styrmedel för byggavfall - Nationell strategi för cirkulär ekonomi - Utveckling av certifieringssystem - Marknadsplats för återbruk - Testa nya cirkulära affärsmodeller - KunskapsspridningÖkat återbruk står allt högre upp på agendan och frågan uppstod därför vilken potential som finns för återbruk. Det ökade intresset gav också ett större behov av att faktiskt veta vad potentialen i återbruk är. Därför har IVL Svenska Miljöinstitutet mellan oktober 2017 och augusti 2018 tillsammans med flera partners undersökt potentialen för återbruk av kontorsinredning och fasta interiöra byggprodukter i svenska kontor
Five myths about an EU ETS carbon price floor - Policy Brief, October 2018
No full textThe brief outlines different perspectives on the past performance of the EU Emissions Trading System (ETS) in terms of its allowance price (Section 1), analyses how the recent reform responded to related challenges (Section 2), and considers the case for introducing a carbon price floor in the EU ETS (Section 3). The main part of the brief (Section 4) identifies five myths in the debate of an EU ETS price floor and critically confronts them. Section 5 concludes by discussing potential entry points for introducing a carbon price floor in the context of the upcoming EU climate policy process. While the brief draws on insights from workshop discussions, its views are solely those of the authors.This policy brief builds on the workshop EU ETS Reform: Taking Stock and Examining Carbon Price Floor Options, held at the Centre for European Policy Studies (CEPS) in Brussels on July 3, 2018
Hållbara attraktiva stationssamhällen : bilaga om Effektiv markanvändning
No full textBilaga 9: Parkering, markanvändning och mobilitet i Nödinge centrum, IVL, sidan 2 Bilaga 10: Diskussionsunderlag för parkering och p-tal vid nybyggnation i Aspen strand, IVL, sidan 30 Bilaga 11: Planeringsverktyg för markexploatering och hållbart mobilitetsindex, IVL, sidan 41 Bilaga 12: Dataunderlag för planeringsverktyg, WSP, sidan 60 Bilaga 13: Integrering av energiaspekter i Göteborgsregionens strukturbild, GR, sidan 75Bilagor till rapportern Hållbara attraktiva stationssamhällen - Effektiv markanvändnin
Scrubbers: Closing the loop; Activity 3. Task 3; Cost benefit analysis.
No full textThis report presents the results of a cost benefit analysis (CBA) of ship operations on HFO together with open-loop and closed-loop scrubbers, compared to low sulphur fuel oil (LSFO). An increasing number of ships are expected to be equipped with SO2 exhaust gas cleaning, so called scrubber technology, in response to stricter global regulations on sulphur emissions from ships in 2020. The compliance strategy for ship owners is either to use a low sulphur fuel, or to continue operations on HFO and install exhaust gas SO2 scrubbers on board their ships. The resulting external costs of environmental and health damage associated with air and water emissions are higher for the scrubber scenarios than in the case of low-sulphur fuel use. The external costs were to a large extent influenced by the fuel needed to run the scrubbers. The fuel penalty associated with the use of scrubbers causes more emission than the low sulphur fuel oil option, followed by higher external costs. From an environmental and health perspective and in line with the precautionary principle, operations on low sulphur fuels therefore seem to be more preferable than operations on HFO together with an exhaust gas scrubber.Fartygs emissioner till luft av svaveldioxid är beroende av svavelhalten i bränsle. Som ett alternativt sätt att uppfylla kraven på svavelutsläpp kan fartygen fortsätta köras på högsvavliga bränslen och utrustas med avgasrening – skrubbrar. Den här rapporten jämför alternativen i en ”kostnad-nytta”-analys. Rapporten finns endast på engelska
End users’ challenges, needs and requirements for assessing resilience
No full textThis report summarizes the results from the work in Task 1.3 of the SmartResilience project. Within the Work Package “Establishing the project baseline and the common framework”, Task 1.3 contributes to a better understanding of the indicators for resilience assessment by examining the actual needs from the ones responsible for such an assessment. This deliverable establishes, at an early stage in the project, a baseline for understanding end users’ current and projected challenges, needs and requirements for assessing resilience of critical infrastructures and using resilience indicators (RIs) for doing so. This is a necessary step to ensure that the resilience assessment methodology and smart RIs will be designed in ways that are useful and therefore adopted, thus delivering increased resilience for critical infrastructures, beyond the project. The identification of end users’ challenges, needs and requirements in assessing resilience within Task 1.3 has been guided by an actor analysis approach and is predominantly based on qualitative methods, consisting of semi-structured individual or group interviews with key end users connected to critical infrastructures, desktop studies and literature reviews. The task has covered eight critical infrastructures in the SmartResilience case studies (ALPHA-HOTEL) as well as an additional case study covering interconnected critical infrastructures (DSB). Furthermore, in order to take into account end users beyond these nine case studies, a literature review has been carried out as well as a survey among the Members of the Community of Users of Safe, Secure and Resilient Societies (CoU). The key findings from Task 1.3 are summarized below: Designing useful indicators requires extensive end user involvement in order to be able to integrate the indicators into existing organizational processes. There is a need to define the “work” that the indicators are supposed to do and make sure they meet the challenges of interconnected infrastructures. End users in the case studies confirmed and provided further insight into the following key challenges, which are illustrated by examples: the concept of resilience; external threats (climate change, cyber-attacks, terrorist attacks, flooding); the complexity of critical infrastructures; and data management. End users in the case studies expressed specific needs and requirements, which has been analyzed in terms of five dimensions of resilience and illustrated by examples: system/physical; information/data; organizational/business: societal/political and cognitive/decision-making. The survey to the CoU indicated that some actors do not see a need to develop RIs because they think current practices are sufficient. Although the low response rate calls for caution in interpreting the results, the responses suggests a number of challenges for the SmartResilience project. First, the need for the project to create assessments and RIs that are clearly regarded as providing added value in relation to end users’ current and projected needs. Second, the challenge to design assessments and RIs that can be widely disseminated, while at the same time taking different contexts into account. Three implications for indicator development are suggested. Firstly, indicators should be developed with an appropriate end user in mind. This means posing questions such as: What organization, and what function or user group, will use it? What is their interest in using indicators? What is their legitimacy to spread the indicator in the critical infrastructure? Secondly, indicators should be developed in dialogue with end users, in order to increase the likelihood that they cover areas that are relevant and currently not sufficiently covered; are relevant, understandable and legitimate; and are designed according to end users’ own motives for assessing resilience and perceptions of usefulness. Thirdly, indicators should be developed in alignment with end users’ organizational processes. This suggests that the project should develop indicators which are easy to understand in order to decrease the dependency of individual expertise and misunderstandings across different organizations; meet the level of capacity of resources that the organization(s) are willing to spend on assessments of resilience; and allow end users to collect, process and share (big) data, taking data security into account.SmartResilience: Smart Resilience Indicators for Smart Critical Infrastructure
Fuel and Technology Alternatives in Non-Road Engines
No full textThe objectives of Annex 50 were to analyze information about non-road mobile machinery and use measurement data to 1) evaluate the fuel efficiency and emission performance 2) develop emission factors 3) assess how retrofit influence fuel efficiency and emissions, 4) investigate strategies to reduce emissions, 5) present a description of national emission inventory models, 6) develop common test procedures, 7) compile information on nonroad machinery policy options. Mobile sources of air pollution can be divided into two categories: on-road sources and non-road sources. This report focus on agriculture tractors and construction equipment, and the term non-road engine will refer solely to engines used in non-road vehicles and equipment within these sectors. Nonroad mobile machinery (NRMM) contributes significantly to overall emissions of green-house gases and air pollutants (18% of EU’s CO2-emissions). Engines sold today are required to meet PM and NOX emission limits that are approximately 95% lower than Tier 1/Stage I limits introduced in the mid-1990s. With the implementation of Tier 4i/Stage IIIB standards, incylinder controls were in general no longer sufficient to meet emissions significant need for more real-life emission measurement to improve the emission factors. Standardization of the models in different countries is also desirable. The most influential policy instruments in order to influence non-road machinery have been identified as following: regulation of CO2 emissions, refund of energy tax on biofuels, fuels taxation (biofuels exempted), requirement of a renewable minimum share in fuel, demonstration projects for use of biofuels, enable type approvals tractor engines using biogas, retrofitting of machinery stock, introduction of Low Emission Zone (LEZ) and environmental requirements in municipal tenders (public procurement). The main strategies for future policy instruments may be fuel taxation, estimation of fuel consumption and CO2 emissions in a standardized way, subsidies for retrofitting of old machines, replacement of old machinery with new, introduction of emission classes for electrified machinery and subsidies for purchasing new machinery powered by electricity. Construction and industrial sectors are believed to be better suited for policies than other sectors due to the relative stationarity and the large proportion of work commissioned by the public sector.The Swedish Transport Administration acted as operating agent for the Annex 50 project. This report was composed by Swedish Environmental Research Institute (IVL) in collaboration with partners in Sweden, Finland, Germany, Switzerland and Canada. The partners were governmental authorities, research institutes and universities, as well as private companies. This report is only available in English
Dela prylar, yta, bil och tid - En vägledning till delningsekonomi i kommunerna
No full textDelning handlar om att ge varandra tillgång till underutnyttjade resurser, som saker, ytor, transporter, tid, data eller kompetens. Det kan ske med eller utan vinstsyfte, privat eller kommersiellt och i de flesta fall utan ägarbyte. I Sverige finns en lång tradition och vana av att dela, både i grannskapet med tvättstuga, föreningslokaler och klädbytardagar, och samhälleligt med offentliga rum, kollektivtrafik och allemansrätt. Tilliten mellan människor är en av de högsta i världen enligt SOM-Institutet. Det gör steget att börja dela via nya tjänster och plattformar kortare. Intresset för delningsformer ökar hos invånarna. Det har skett flera normförflyttningar som ger delningsekonomin en skjuts. Att göra saker själv har fått högre status liksom att ta vara på saker. Prylar med en historia har fått ett uppgraderat värde och för allt fler unga är tillgång viktigare än ägande. Det finns ett stort behov hos kommuner av erfarenhets- och kunskapsutbyte kring delningsekonomi. Att inspireras av varandra och få inblick i vilka framgångsfaktorer andra kommuner funnit, hur ekonomiska och juridiska problem lösts och hållbarhetseffekter följts upp. Avfall Sverige och IVL Svenska Miljöinstitutet har tagit fram denna vägledning utifrån en kartläggning av vad som görs på kommunnivå, en enkätundersökning med cirka 30 svarande kommuner och intervjuer med åtta av dem. Det finns också en mer detaljerad rapport och en förteckning över delningsinitiativ för den som vill fördjupa sig. Vi hoppas att den ska inspirera och ge handgripliga råd både för de kommuner som är i full gång och de kommuner som just ska börja jobba med delningsekonomi.Det här är en vägledning till rapport 2018:17 ”Dela prylar, yta, bil och tid. Delningsekonomi i kommunerna”. Rapporten syftar till att vägleda kommuner i hur de kan dela mera mellan sina verksamheter och med sina invånare både när det gäller yta, mobilitet, saker och data, tid eller kompetens för att minska sin miljöpåverkan och bidra till ett hållbart samhälle
Energitjänster för bostadsrättsföreningar
No full textThe large and increasing proportion housing societies in the Swedish building stock mean that housing societies are key actors in realizing the energy saving potential in the housing sector. However, despite the fact that substantial energy and cost savings are possible, many energy efficiency projects in housing societies are not realized. Housing societies are dependent on consensus in decision making and do not have the same kind of resources or capacity to implement energy efficiency projects as larger real estate companies. External consultants could implement the projects, but the energy service providers have not shown that much interest in this customer segment. The primary objective for the project Energy Services for Housing Societies, which was implemented by IVL Swedish Environmental Research Institute and HSB Södermanland, was to develop energy services custom-made for the needs and preconditions in housing societies. The energy service, which was developed, is carried out in three stages: i) mapping and proposal on energy efficiency measures ii) implementation and optimization iii) follow-up. The energy service was presented to nine housing societies which are members of HSB Södermanland. Three out of these made the decision to purchase the energy service. The mapping of the energy systems in these housing societies shows that substantial cost and energy savings are considered possible. The implementation of the suggested energy efficiency measures are currently on-going and will be completed in the autumn 2018. IVL Swedish Environmental Research Institute conducted interviews with representatives for the housing societies which decided to purchase the energy service as well as representatives for the housing societies which decided not to. The housing societies which did decide to purchase the energy service state that the decision was facilitated by the fact that HSB Södermanland presented the offer to the whole housing society board during the same occasion. The housing societies which decided not to purchase the energy service were not certain of the use with the energy service. These housing societies did not perceive the energy service as a tool for prioritizing among different energy efficiency measures, but as yet another measure.E2B2 Forskning och innovation för energieffektivt byggande och boende är ett program där akademi och näringsliv samverkar för att utveckla ny kunskap, teknik, produkter och tjänster. Energitjänster för bostadsrättsföreningar är ett av projekten som har genomförts i programmet med hjälp av statligt stöd från Energimyndigheten. Det har letts av IVL Svenska Miljöinstitutet och har genomförts i samverkan med HSB Södermanland