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Heavy trucks contribute significantly to climate change, and in 2020 were responsible for 7% of total Swedish GHG emissions and 5% of total global CO2 emissions. Here we study the full lifecycle of cargo trucks powered by different energy pathways, comparing their biomass feedstock use, primary energy use, net biogenic and fossil CO2 emission, and cumulative radiative forcing. We analyse battery electric trucks with bioelectricity from standalone or combined heat and power (CHP) plants, and pathways where bioelectricity is integrated with wind and solar electricity. We analyse trucks operated on fossil diesel fuel and on dimethyl ether (DME). All energy pathways are analysed with and without carbon capture and storage (CCS). Bioelectricity and DME are produced from forest harvest residues. Forest biomass is a limited resource, so in a scenario analysis we allocate a fixed amount of biomass to power Swedish truck transport. Battery lifespan and chemistry, the technology level of energy supply, and the biomass source and transport distance are all varied to understand how sensitive the results are to these parameters. The scenario spans 100 years into the future. We find that pathways using electricity to power battery electric trucks have much lower climate impacts and primary energy use, compared to diesel and DME based pathways. The pathways using bioelectricity with CCS result in negative emissions leading to global cooling of the earth. The pathways using diesel and DME have significant and very similar climate impact, even with CCS. The robust results show that truck electrification and increased renewable electricity production is a much better strategy to reduce the climate impact of cargo transport and much more primary energy efficient than the adoption of DME trucks. This climate impact analysis includes all fossil and net biogenic CO2 emissions as well as the timing of these emissions. Considering only fossil emissions is incomplete and could be misleading. This dataset contains data on 4 metrics (primary energy use, biomass feedstock use, cumulative CO2 emissions, and cumulative radiative forcing) resulting from scenario modeling of cargo truck use in Sweden powered by different energy pathways. The energy pathways include battery electric trucks powered by bioelectricity, solar photovoltaic electricity and wind electricity, and internal combustion trucks powered by fossil diesel and dimethyl ether. The scenario spans 100 years into the future. The Excel sheet "tables" contains input data for the scenario modeling, with sources listed where applicable. The remaining sheets contains the modeled results and generated figures that are also a published in the associated article Sathre & Gustavsson (2023). Refer to the method description and reference list in the included documentation files for details. Tunga lastbilar bidrar kraftigt till klimatförändringarna och stod 2020 för 7% av de totala svenska växthusgasutsläppen och 5% av de totala globala CO2-utsläppen. Här studerar vi hela livscykeln för lastbilar som drivs av olika energivägar, jämför deras användning av biomassaråvaror, primär energianvändning, biogena och fossila CO2-utsläpp netto och kumulativ strålningstvingning. Vi analyserar batterielektriska lastbilar med bioel från fristående eller kraftvärmeverk och vägar där bioel integreras med vind- och solkraft. Vi analyserar lastbilar som drivs med fossilt dieselbränsle och med dimetyleter (DME). Alla energivägar analyseras med och utan avskiljning och lagring av koldioxid (CCS). Bioelektricitet och DME produceras av skogsavverkningsrester. Skogsbiomassa är en begränsad resurs, så i en scenarioanalys avsätter vi en fast mängd biomassa för att driva svenska lastbilstransporter. Batteriets livslängd och kemi, tekniknivån för energiförsörjning och biomassakällan och transportavståndet varierar alla för att förstå hur känsliga resultaten är för dessa parametrar. Scenariot sträcker sig 100 år in i framtiden. Vi finner att vägar som använder el för att driva batterielektriska lastbilar har mycket lägre klimatpåverkan och primär energianvändning, jämfört med diesel- och DME-baserade vägar. De vägar som använder bioelektricitet med CCS resulterar i negativa utsläpp som leder till global kylning av jorden. Vägarna med diesel och DME har betydande och mycket liknande klimatpåverkan, även med CCS. De robusta resultaten visar att elektrifiering av lastbilar och ökad förnybar elproduktion är en mycket bättre strategi för att minska godstransporternas klimatpåverkan än införandet av DME-lastbilar, och mycket mer primärenergieffektiv. Denna klimatkonsekvensanalys omfattar alla fossila och biogena CO2-utsläpp samt tidpunkten för dessa utsläpp. Att bara ta hänsyn till fossila utsläpp är ofullständigt och kan vara missvisande. Detta dataset innehåller data om 4 mätvärden (primär energianvändning, biomassaråvara, kumulativa CO2-utsläpp och kumulativ strålkraftspåverkan) som härrör från scenariomodellering av lastbilsanvändning i Sverige som drivs av olika energivägar. Energivägarna inkluderar batterielektriska lastbilar som drivs av bioelektricitet, solcellselektricitet och vindkraft samt förbränningsbilar som drivs av fossil diesel och dimetyleter. Scenariot sträcker sig 100 år in i framtiden. På arket "tables" i Excelfilen återfinns den indata som använts i modelleringen med angivna källor där detta är tillämpligt. Övriga ark innehåller resultat samt figurer som också publiceras i den samhörande artikeln Sathre & Gustavsson (2023). Se metodbeskrivning samt referenslista i tillhörande dokumentationsfiler för detaljer.

Note: This dataset has been superseded by the dataset found at "End-Use Load Profiles for the U.S. Building Stock" (submission 4520; linked in the submission resources), which is a comprehensive and validated representation of hourly load profiles in the U.S. commercial and residential building stock. The End-Use Load Profiles project website includes links to data viewers for this new dataset. For documentation of dataset validation, model calibration, and uncertainty quantification, see Wilson et al. (2022). These data were first created around 2012 as a byproduct of various analyses of solar photovoltaics and solar water heating (see references below for are two examples). This dataset contains several errors and limitations. It is recommended that users of this dataset transition to the updated version of the dataset posted in the resources. This dataset contains weather data, commercial load profile data, and residential load profile data. Weather The Typical Meteorological Year 3 (TMY3) provides one year of hourly data for around 1,000 locations. The TMY weather represents 30-year normals, which are typical weather conditions over a 30-year period. Commercial The commercial load profiles included are the 16 ASHRAE 90.1-2004 DOE Commercial Prototype Models simulated in all TMY3 locations, with building insulation levels changing based on ASHRAE 90.1-2004 requirements in each climate zone. The folder names within each resource represent the weather station location of the profiles, whereas the file names represent the building type and the representative city for the ASHRAE climate zone that was used to determine code compliance insulation levels. As indicated by the file names, all building models represent construction that complied with the ASHRAE 90.1-2004 building energy code requirements. No older or newer vintages of buildings are represented. Residential The BASE residential load profiles are five EnergyPlus models (one per climate region) representing 2009 IECC construction single-family detached homes simulated in all TMY3 locations. No older or newer vintages of buildings are represented. Each of the five climate regions include only one heating fuel type; electric heating is only found in the Hot-Humid climate. Air conditioning is not found in the Marine climate region. One major issue with the residential profiles is that for each of the five climate zones, certain location-specific algorithms from one city were applied to entire climate zones. For example, in the Hot-Humid files, the heating season calculated for Tampa, FL (December 1 - March 31) was unknowingly applied to all other locations in the Hot-Humid zone, which restricts heating operation outside of those days (for example, heating is disabled in Dallas, TX during cold weather in November). This causes the heating energy to be artificially low in colder parts of that climate zone, and conversely the cooling season restriction leads to artificially low cooling energy use in hotter parts of each climate zone. Additionally, the ground temperatures for the representative city were used across the entire climate zone. This affects water heating energy use (because inlet cold water temperature depends on ground temperature) and heating/cooling energy use (because of ground heat transfer through foundation walls and floors). Representative cities were Tampa, FL (Hot-Humid), El Paso, TX (Mixed-Dry/Hot-Dry), Memphis, TN (Mixed-Humid), Arcata, CA (Marine), and Billings, MT (Cold/Very-Cold). The residential dataset includes a HIGH building load profile that was intended to provide a rough approximation of older home vintages, but it combines poor thermal insulation with larger house size, tighter thermostat setpoints, and less efficient HVAC equipment. Conversely, the LOW building combines excellent thermal insulation with smaller house size, wider thermostat setpoints, and more efficient HVAC equipment. However, it is not known how well these ...

Dieser Band trägt zu einer reflexiven Perspektive auf die Wirkung von Wissenschaft und Forschung für Nachhaltigkeit und entsprechenden Dilemmata bei. Die Beiträge entwickeln reflexive Perspektiven, was als ein Nachhaltigkeitsdilemma gelten kann, auf welche weiteren Formen von Widersprüchen Nachhaltigkeitsforschung trifft und wie mit ihnen umgegangen werden kann. Empirische Fallstudien aus Themenfeldern wie der Stadtplanung, dem Recht, der Bioökonomie, der Medizin, gehen konkreten Konflikten, Widersprüchen und Spannungsfeldern nach, die Dilemmapotenziale bergen. Schließlich werden Herausforderungen für Wissenschaft und Forschung diskutiert, wie sie sich in Theoriearbeit, Forschungspraxis und Forschungsförderung stellen. This volume contributes to a reflective perspective on dilemmas in research on and the implementation of sustainable development. Its contributions develop reflective perspectives on what can be considered dilemmas in relation to sustainability, what other forms of contradictions sustainability research encounters and how they can be dealt with. Empirical case studies cover subject areas such as urban planning, law, bioeconomy and medicine, investigating specific conflicts, contradictions and tensions that harbour the potential for dilemmas. Finally, the book discusses any challenges for academia and research in this field arising in theory, research practice and research funding.

Project: Coupled Model Intercomparison Project Phase 6 (CMIP6) datasets - These data have been generated as part of the internationally-coordinated Coupled Model Intercomparison Project Phase 6 (CMIP6; see also GMD Special Issue: http://www.geosci-model-dev.net/special_issue590.html). The simulation data provides a basis for climate research designed to answer fundamental science questions and serves as resource for authors of the Sixth Assessment Report of the Intergovernmental Panel on Climate Change (IPCC-AR6). CMIP6 is a project coordinated by the Working Group on Coupled Modelling (WGCM) as part of the World Climate Research Programme (WCRP). Phase 6 builds on previous phases executed under the leadership of the Program for Climate Model Diagnosis and Intercomparison (PCMDI) and relies on the Earth System Grid Federation (ESGF) and the Centre for Environmental Data Analysis (CEDA) along with numerous related activities for implementation. The original data is hosted and partially replicated on a federated collection of data nodes, and most of the data relied on by the IPCC is being archived for long-term preservation at the IPCC Data Distribution Centre (IPCC DDC) hosted by the German Climate Computing Center (DKRZ). The project includes simulations from about 120 global climate models and around 45 institutions and organizations worldwide. Summary: These data include the subset used by IPCC AR6 WGI authors of the datasets originally published in ESGF for 'CMIP6.CMIP.MOHC.HadGEM3-GC31-MM.historical' with the full Data Reference Syntax following the template 'mip_era.activity_id.institution_id.source_id.experiment_id.member_id.table_id.variable_id.grid_label.version'. The HadGEM3-GC3.1-N216ORCA025 climate model, released in 2016, includes the following components: aerosol: UKCA-GLOMAP-mode, atmos: MetUM-HadGEM3-GA7.1 (N216; 432 x 324 longitude/latitude; 85 levels; top level 85 km), land: JULES-HadGEM3-GL7.1, ocean: NEMO-HadGEM3-GO6.0 (eORCA025 tripolar primarily 0.25 deg; 1440 x 1205 longitude/latitude; 75 levels; top grid cell 0-1 m), seaIce: CICE-HadGEM3-GSI8 (eORCA025 tripolar primarily 0.25 deg; 1440 x 1205 longitude/latitude). The model was run by the Met Office Hadley Centre, Fitzroy Road, Exeter, Devon, EX1 3PB, UK (MOHC) in native nominal resolutions: aerosol: 100 km, atmos: 100 km, land: 100 km, ocean: 25 km, seaIce: 25 km.

Project: Coupled Model Intercomparison Project Phase 6 (CMIP6) datasets - These data have been generated as part of the internationally-coordinated Coupled Model Intercomparison Project Phase 6 (CMIP6; see also GMD Special Issue: http://www.geosci-model-dev.net/special_issue590.html). The simulation data provides a basis for climate research designed to answer fundamental science questions and serves as resource for authors of the Sixth Assessment Report of the Intergovernmental Panel on Climate Change (IPCC-AR6). CMIP6 is a project coordinated by the Working Group on Coupled Modelling (WGCM) as part of the World Climate Research Programme (WCRP). Phase 6 builds on previous phases executed under the leadership of the Program for Climate Model Diagnosis and Intercomparison (PCMDI) and relies on the Earth System Grid Federation (ESGF) and the Centre for Environmental Data Analysis (CEDA) along with numerous related activities for implementation. The original data is hosted and partially replicated on a federated collection of data nodes, and most of the data relied on by the IPCC is being archived for long-term preservation at the IPCC Data Distribution Centre (IPCC DDC) hosted by the German Climate Computing Center (DKRZ). The project includes simulations from about 120 global climate models and around 45 institutions and organizations worldwide. Summary: These data include the subset used by IPCC AR6 WGI authors of the datasets originally published in ESGF for 'CMIP6.ScenarioMIP.UA.MCM-UA-1-0' with the full Data Reference Syntax following the template 'mip_era.activity_id.institution_id.source_id.experiment_id.member_id.table_id.variable_id.grid_label.version'. The Manabe Climate Model v1.0 - University of Arizona climate model, released in 1991, includes the following components: aerosol: Modifies surface albedoes (Haywood et al. 1997, doi: 10.1175/1520-0442(1997)010<1562:GCMCOT>2.0.CO;2), atmos: R30L14 (3.75 X 2.5 degree (long-lat) configuration; 96 x 80 longitude/latitude; 14 levels; top level 0.015 sigma, 15 mb), land: Standard Manabe bucket hydrology scheme (Manabe 1969, doi: 10.1175/1520-0493(1969)097<0739:CATOC>2.3.CO;2), landIce: Specified location - invariant in time, has high albedo and latent heat capacity, ocean: MOM1.0 (MOM1, 1.875 X 2.5 deg; 192 x 80 longitude/latitude; 18 levels; top grid cell 0-40 m), seaIce: Thermodynamic ice model (free drift dynamics). The model was run by the Department of Geosciences, University of Arizona, Tucson, AZ 85721, USA (UA) in native nominal resolutions: aerosol: 250 km, atmos: 250 km, land: 250 km, landIce: 250 km, ocean: 250 km, seaIce: 250 km.

Dataset for the journal paper "Towards Active Buildings: rating grid-servicing buildings", which describes the simulations for the 20 case study buildings. The simulation inputs describe the intended characteristics as part of the early design stage process, and the outputs the performance metrics under the rating system introduced in the journal paper, called the ABCode1. Such outputs rate the relative merits of each case study in terms of embodied carbon, energy requirements, energy generation and energy flexibility. The simulation outputs have been generated using the inputs included in the dataset, which were then simulated in David Coley’s ZEBRA and then evaluated with the rating system proposed in the journal publication as part of ABCode1. The files are in the original Excel xlsx file (Microsoft Office 365), but it may be viewed by any other spread sheet tools such as LibreOffice's Calc.

This work models a last-mile network design problem for an e-retailer with a capacitated two-echelon distribution structure - typical in e-retail last-mile distribution, catering to a market with a stochastic and dynamic daily customer demand requesting delivery within time-windows. Considering the distribution evnironment, this work formulates last-mile network design problem for this e-retailer as a dynamic-stochastic two capacitated location routing problem with time-windows. In doing so, this work splits the last-mile network design problem into its constituent strategic, tactical, and operational decisions. Here, the strategic decisions undertake long-term planning to develop a distribution structure with appropriate distribution facilities and a suitable delivery fleet to service the expected customer demand in the planning horizon. The tactical decisions pertain to medium-term day-to-day planning of last-mile delivery operations to establish efficient goods flow in this distribution structure to service the daily stochastic customer demand. And finally, operational decisions involve immediate short-term planning to fine-tune this last-mile delivery to service the requests arriving dynamically through the day. Note, the last-mile network design problem formulated as a location routing problem constitutes three subproblems encompassing facility location problem, customer allocation problem, and vehicle routing problem, each of which are NP-hard combinatorial optimization problems. To this end, this work develops an adaptive large neighborhood search meta-heuristic algorithm that searches through the neighborhood by destroying and consequently repairing the solution thereby reconfiguring large portions of the solution with specific operators that are chosen adaptively in each iteration of the algorithm, hence the name adaptive large neighborhood search. Further, considering the stochastic and dynamic nature of the delivery environment, this work develops a Monte-Carlo framework simulating each day in the planning horizon, with each day divided into 1-hr timeslots, and with each time-slot accepting customer requests for service by the end of the day. In particular, the framework assumes the e-retailer will delay route commitments until the last-feasible time-slot to accumulate customer requests and consequently assign them to an uncommitted delivery route. Note, a delivery route is committed once the e-retailer starts loading packages assigned to this delivery route onto the delivery vehicle assigned for this delivery route. At the end of every time-slot then, this framework assumes the e-retailer integrates the new customer requests by inserting these customer nodes into such uncommitted delivery routes in a manner that results in the least increase in distribution cost keeping the customer-distribution facility allocation fixed. Thus, the framework iterates through the time-slots with the e-retailer processing route commitments, accumulating customer requests, and subsequently integrating them into the delivery operations for the day. E-commerce has the potential to make urban goods flow economically viable, environmentally efficient, and socially equitable. However, as e-retailers compete with increasingly consumer-focused services, urban freight witnesses a significant increase in associated distribution costs and negative externalities particularly affecting those living close to logistics clusters. Hence, to remain competitive, e-retailers deploy alternate last-mile distribution strategies. These alternate strategies, such as those that include use of electric delivery trucks for last-mile operations, a fleet of crowdsourced drivers for last-mile delivery, consolidation facilities coupled with light-duty delivery vehicles for a multi-echelon distribution, or collection points for customer pickup, can restore sustainable urban goods flow. Thus, in this study, the authors investigate the opportunities and challenges associated with such alternate last-mile distribution strategies for an e-retailer offering expedited service with rush delivery within strict timeframes. To this end, the authors formulate a last-mile network design (LMND) problem as a dynamic-stochastic two-echelon capacitated location routing problem with time-windows (DS-2E-C-LRP-TW) addressed with an adaptive large neighborhood search (ALNS) metaheuristic.

Project: Coupled Model Intercomparison Project Phase 6 (CMIP6) datasets - These data have been generated as part of the internationally-coordinated Coupled Model Intercomparison Project Phase 6 (CMIP6; see also GMD Special Issue: http://www.geosci-model-dev.net/special_issue590.html). The simulation data provides a basis for climate research designed to answer fundamental science questions and serves as resource for authors of the Sixth Assessment Report of the Intergovernmental Panel on Climate Change (IPCC-AR6). CMIP6 is a project coordinated by the Working Group on Coupled Modelling (WGCM) as part of the World Climate Research Programme (WCRP). Phase 6 builds on previous phases executed under the leadership of the Program for Climate Model Diagnosis and Intercomparison (PCMDI) and relies on the Earth System Grid Federation (ESGF) and the Centre for Environmental Data Analysis (CEDA) along with numerous related activities for implementation. The original data is hosted and partially replicated on a federated collection of data nodes, and most of the data relied on by the IPCC is being archived for long-term preservation at the IPCC Data Distribution Centre (IPCC DDC) hosted by the German Climate Computing Center (DKRZ). The project includes simulations from about 120 global climate models and around 45 institutions and organizations worldwide. Summary: These data include the subset used by IPCC AR6 WGI authors of the datasets originally published in ESGF for 'CMIP6.ScenarioMIP.NOAA-GFDL.GFDL-ESM4.ssp245' with the full Data Reference Syntax following the template 'mip_era.activity_id.institution_id.source_id.experiment_id.member_id.table_id.variable_id.grid_label.version'. The GFDL-ESM4 climate model, released in 2018, includes the following components: aerosol: interactive, atmos: GFDL-AM4.1 (Cubed-sphere (c96) - 1 degree nominal horizontal resolution; 360 x 180 longitude/latitude; 49 levels; top level 1 Pa), atmosChem: GFDL-ATMCHEM4.1 (full atmospheric chemistry), land: GFDL-LM4.1, landIce: GFDL-LM4.1, ocean: GFDL-OM4p5 (GFDL-MOM6, tripolar - nominal 0.5 deg; 720 x 576 longitude/latitude; 75 levels; top grid cell 0-2 m), ocnBgchem: GFDL-COBALTv2, seaIce: GFDL-SIM4p5 (GFDL-SIS2.0, tripolar - nominal 0.5 deg; 720 x 576 longitude/latitude; 5 layers; 5 thickness categories). The model was run by the National Oceanic and Atmospheric Administration, Geophysical Fluid Dynamics Laboratory, Princeton, NJ 08540, USA (NOAA-GFDL) in native nominal resolutions: aerosol: 100 km, atmos: 100 km, atmosChem: 100 km, land: 100 km, landIce: 100 km, ocean: 50 km, ocnBgchem: 50 km, seaIce: 50 km.

This Excel model encodes the analytical capability required to undertake an application of the adapted National Infrastructure Systems Modelling (NISMOD) capability, which has been developed by the Infrastructure Transitions Research Consortium (ITRC) - a UK based research consortium, led by the University of Oxford. Through a partnership between the United Nations Office for Project Service (UNOPS) and the ITRC, an initial national infrastructure assessment for Curaçao, known as Evidence-Based Infrastrastucture Assessment, has been performed. The focus of this model lies on one priority sector for the SIDS Curaçao: 'Waste Management'.