The carbon footprint for the downstream dairy value chain, milk collection and dairy processing plants was estimated through the contribution of emissions per unit of collected and processed milk, whereas that for the upstream dairy value chain, input supply and production was not considered. A survey was conducted among 28 milk collectors and four employees of processing plants. Two clusters were established: small- and large-scale milk collectors. The means of carbon dioxide equivalent per kilogramme (CO2-eq/kg) milk were compared between clusters by using independent sample t-test. The average utilisation efficiency of milk cooling refrigerators for small- and large-scale collectors was 48.5 and 9.3%, respectively. Milk collectors released carbon footprint from their collection, cooling and distribution practices. The mean kg CO2-eq/kg milk was 0.023 for large-scale collectors and 0.106 for small-scale collectors (p < 0.05). Milk processors contributed on average 0.37 kg CO2-eq/kg milk from fuel (diesel and petrol) and 0.055 from electricity. Almi fresh milk and milk products processing centre emitted the highest carbon footprint (0.212 kg CO2-eq/kg milk), mainly because of fuel use. Generally, in Ziway-Hawassa milk shed small-scale collectors released higher CO2-eq/kg milk than large-scale collectors.
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Densely populated areas are major sources of air, soil and water pollution. Agriculture, manufacturing, consumer households and road traffic all have their share. This is particularly true for the country featured in this paper: the Netherlands. Continuous pollution of the air and soil manifests itself as acification, decalcification and eutrofication. Biodiversity becomes lower and lower in nature areas. Biological farms are also under threat. In case of mobility, local air pollution may have a huge health impact. Effective policy is called for, after high courts blocked construction projects, because of foreseen building- and transport-related NOx emissions. EU law makers are after Dutch governments, because these favoured economics and politics over environmental and liveability concerns. But, people in the Netherlands are strongly divided. The latest provincial elections were dominated by environmental concerns, next to many socio-economic issues. NOx and CO2 emissions by passenger cars are in focus. Technical means and increasing fuel economy norms strongly reduced NOx emissions to a still too high level. A larger number of cars neutralized a technological reduction of CO2 emissions. The question is: What would be the impact of a drastic mandatory reduction in CO2, NOx, and PM10 emissions on car ownership and use in the Netherlands? The authors used literature, scenario analysis and simulation modelling to answer this question. Electric mobility could remove these emissions. Its full impact will only be achieved if the grid-mix, which is still dominated by fossil fuels, becomes green(er), which is a gradual, long-term, process. EVs compete with other consumers of electricity, as many other activities, such as heating, are also electrifying. With the current grid-mix, it is inevitable that the number of km per vehicle per year is reduced to reach the scenario targets (−25% resp. −50% CO2 emissions by cars). This calls for an individual mobility budget per car user.
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Since March 2013, Paul Peeters is a member of the ICAO/CAEP Working Group 3, which is responsible for setting a new fuel efficiency standard for of civil aviation. He does so for the International Coalition for Sustainable Aviation (ICSA). ICSA was established in 1998 by a group of national and international environmental NGOs as official observers. Since its inception, ICSA has contributed to CAEP’s work on technical means to reduce emissions and noise, the role of market-based measures, supporting economic and environmental analysis, modelling and forecasting, and ICAO’s carbon calculator. It has also been invited to present its views at ICAO workshops on carbon markets and bio-fuels, and has presented to the high-level Group on Internation Aviation and Climate Change (GIACC). ICSA uses the expertise within its NGO membership to formulate its co-ordinated positions. To gain the broadest level of understanding and input from environmental NGOs, ICSA communicates with, and invites comment from, other NGO networks and bodies working in related areas. ICSA’s participation in ICAO and CAEP meetings is currently provided by the Aviation Environment Federation (AEF), the International Council for Clean Transportation (ICCT) and Transport and Environment (T&E). See http://www.icsa-aviation.org
Within the framework of resource efficiency it is important to recycle and reusematerials, replace fossil fuel based products with bio-based alternatives and avoidthe use of toxic substances. New applications are being sought for locally grownbiomass. In the area of Groningen buildings need reinforcement to guarantee safetyfor its users, due to man-induced earthquakes. Plans are to combine the workneeded for reinforcement with the improvement of energy performance of thesebuildings. The idea is to use bio-based building materials, preferably grown andprocessed in the region.In this study it is investigated whether it is feasible to use Typha (a swap plant) as abasis for a bio-based insulation product. In order to start the activities necessary tofurther develop this idea into a commercial product and start a dedicated company,a number of important questions have to be answered in terms of feasibility. Thisstudy therefore aims at mapping economic, organisational and technical issues andassociated risks and possibilities. On the basis of these results a developmenttrajectory can be started to set up a dedicated supply chain with the appropriatepartners, research projects can be designed to develop the missing knowledge andthe required funding can be acquired.
Groenvermogen is een nationaal groeifonds programma dat de waardeketen van waterstof wil ontwikkelen. In WP3 wordt er in een consortium gekeken naar toepassingen van waterstof. The direct use of hydrogen in various sectors shares common challenges and needs to accelerate its deployment and reduce its costs. Firstly, there is a need for extensive research and development to: - Maximize energy efficiency with minimal pollutant emissions; - Maximize robustness by meeting dynamic performance requirements (especially linked to mobility and local integrated energy systems with intermittent renewable energy generation or energy demand); - Enable a gradual fuel transition and therefore focus on fuel-flexible technologies; - Shorten time-to market of green hydrogen technology - Maximize the life time of energy conversion technologies; - Reduce investment costs.
