• Energy Research
• Embargo close
• 11. Sustainability close
• 15. Life on land close
• DE close

In industrialized countries, large amounts of mineral wastes are produced. They are re-used in various ways, particularly in road and earth constructions, substituting primary resources such as gravel. However, they may also contain pollutants, such as heavy metals, which may be leached to the groundwater. The toxic impacts of these emissions are so far often neglected within Life Cycle Assessments (LCA) of products or waste treatment services and thus, potentially large environmental impacts are currently missed. This study aims at closing this gap by assessing the ecotoxic impacts of heavy metal leaching from industrial mineral wastes in road and earth constructions. The flows of metals such as Sb, As, Pb, Cd, Cr, Cu, Mo, Ni, V and Zn originating from three typical constructions to the environment are quantified, their fate in the environment is assessed and potential ecotoxic effects evaluated. For our reference country, Germany, the industrial wastes that are applied as Granular Secondary Construction Material (GSCM) carry more than 45,000 t of diverse heavy metals per year. Depending on the material quality and construction type applied, up to 150 t of heavy metals may leach to the environment within the first 100 years after construction. Heavy metal retardation in subsoil can potentially reduce the fate to groundwater by up to 100%. One major challenge of integrating leaching from constructions into macro-scale LCA frameworks is the high variability in micro-scale technical and geographical factors, such as material qualities, construction types and soil types. In our work, we consider a broad range of parameter values in the modeling of leaching and fate. This allows distinguishing between the impacts of various road constructions, as well as sites with different soil properties. The findings of this study promote the quantitative consideration of environmental impacts of long-term leaching in Life Cycle Assessment, complementing site-specific risk assessment, for the design of waste management strategies, particularly in the construction sector.

Abstract As main contributors to greenhouse gas emissions, power and transportation are crucial sectors for energy system decarbonization. Their interaction is expected to increase significantly: plug-in electric vehicles add a new electric load, increasing grid demand and potentially requiring substantial grid upgrade; hydrogen production for fuel cell electric vehicles or for clean fuels synthesis could exploit the projected massive power overgeneration by intermittent and seasonally-dependent renewable sources via Power-to-Hydrogen. This work investigates the infrastructural needs involved with a broad diffusion of clean mobility, adopting a sector integration perspective at the national scale. The analysis combines a multi-node energy system balance simulation and a techno-economic assessment of the infrastructure to deliver energy vectors for mobility. The article explores the long-term case of Italy, considering a massive increase of renewable power generation capacity and investigating different mobility scenarios, where low-emission vehicles account for 50% of the stock. First, the model solves the energy balances, integrating the consumption related to mobility energy vectors and taking into account power grid constraints. Then, an optimal infrastructure is identified, composed of both a hydrogen delivery network and a widespread installation of charging points. Results show that the infrastructural requirements bring about investment costs in the range of 43–63 G€. Lower specific costs are associated with the exclusive presence of FCEVs, whereas the full reliance on BEVs leads to the most significant costs. Scenarios that combine FCEVs and BEVs lie in between, suggesting that the overall power + mobility system benefits from the presence of both drivetrain options.

Abstract While it is generally accepted that our fossil fuel-dominated energy systems must undergo a sustainable transition, researchers have often neglected the potential impacts of this on water and land systems. However, if unintended environmental impacts from this process are to be avoided, understanding its implications for land use and water demand is of crucial importance. Moreover, developed countries may induce environmental stress beyond their own borders, for instance through extensive imports of bioenergy. In this paper, Germany serves as an example of a developed country with ambitious energy transformation targets. Results show that in particular, the politically-driven aspiration for more organic farming in Germany results in a higher import quota of biomass, especially biofuels. These imports translate into land demand, which will exceed the area available in Germany for bioenergy by a factor of 3–6.5 by 2050. As this will likely bring about land stress in the respective exporting countries, this effect of the German energy transformation ought to be limited as much as possible. In contrast, domestic water demand for the German energy system is expected to decrease by over 80% through 2050 due to declining numbers of fossil-fuelled power plants. However, possible future irrigation needs for bioenergy may reduce or even counterbalance this decreasing effect. In addition, energy policy targets specific to the transport sector show a high sensitivity to biomass imports. In particular, the sector-specific target for greenhouse gas reductions will seemingly promote biomass imports, leading to the above-described challenges in the pursuit of sustainability.

Abstract Behavior change towards sustainable lifestyles such as adoption of renewable energy technologies is a significant element in the fight against anthropogenic climate change. Increasingly, private households can be observed to take up different renewable energy technologies; however, the introduction of these technologies is not accompanied by a broader adoption of pro-environmental behaviors, as recent studies have shown. At the same time, group settings and social capital seem to promote the uptake of wide-ranging sustainability measures. Six case studies were conducted among different sustainable community projects in Germany to shed light on why and how broad sustainability transformation in such settings comes about. Findings suggest that successful implementation of wide-ranging sustainable measures and changes in behaviors in community settings result from motivations that originate from an interplay of social needs, social capital, social norms, and environmental concern. Strong environmental attitudes, not among all, but a critical mass of members and key individuals are necessary. The desire for community and other motives, along with social influence and social norms push individuals with low environmental concern to participate in sustainable endeavors.

As Europe is not on track in meeting its 2020 energy savings target, there has been quite some debate to make the energy savings target binding instead of indicative. Although the final draft text of the Energy Efficiency Directive left the option of a binding target explicitly open for the period beyond 2014, this statement has watered down in the adopted Directive: If still not on track mid-2014, the European Commission will propose "further measures." In this paper, we argue that a binding energy savings target could be the first EU legal initiative to look beyond 2020 serving as a beacon for other policies such as for renewables and greenhouse gases that need redefinition after 2020. We therefore explore four possible design options of a binding savings target and assess their feasibility. We conclude that a binding target at Member State level (opposed to an EU-wide target like for the EU Emission Trading System (ETS)) is the most feasible. A binding target at Member State level would ensure political accountability and commitment to deliver results while providing flexibility to choose and apply the most suitable tools to achieve the target. It could provide a framework to guide ambitious and coherent implementation of EU energy efficiency policies, as well as the strengthening of national policies. Furthermore, binding targets at Member State level will make Member States take an ambitious position in Brussels when new energy or CO2 performance standards for appliances and transport modes are to be set. A Member State binding target applied to end-users (excluding ETS companies) is a design option that covers the vast majority of the cost-effective energy savings potential, maintains the flexibility for ETS companies, and supports the most cost-effective achievement of a greater share of renewables.

Abstract The transport sector is one of the major drivers of global climate change, with a large share related to the personal use of cars. Paradoxically, as efforts are undertaken to reduce this share, a trend to buy large, heavy cars with comparatively high fuel consumption is occurring nearly worldwide. In this article, we analyze the possible influence of social norms in car-buying decisions and in particular in the trend towards sport utility vehicles (SUVs). We develop a model applying a multi-criteria decision analysis approach and quantify the influence of social norms on car-buying decisions. Four main data sources are used: Surveys on German car buyers and their preferences conducted by VuMA Touchpoints and ARAL, longitudinal data by the Sinus-Institute on different social groups in German society, as well as ADAC assessments on characteristics of different car types. Our results indicate that social norms play a significant role in driving the demand for heavyweight passenger cars across most social groups, while the desire for social esteem leads some groups in particular to purchase SUVs and off-road vehicles. By taking society’s heterogeneity into account, we show that social norms are group-specific and not universal in society. Nevertheless, car choice is to a certain extent always influenced by social norms and ranges among different social groups between 24% and 42% in our model calculations. The novel approach taken in this research can be applied beyond the mobility sector to other environmentally significant consumer behaviors.

AbstractAlthough our observing capabilities of solar‐induced chlorophyll fluorescence (SIF) have been growing rapidly, the quality and consistency of SIF datasets are still in an active stage of research and development. As a result, there are considerable inconsistencies among diverse SIF datasets at all scales and the widespread applications of them have led to contradictory findings. The present review is the second of the two companion reviews, and data oriented. It aims to (1) synthesize the variety, scale, and uncertainty of existing SIF datasets, (2) synthesize the diverse applications in the sector of ecology, agriculture, hydrology, climate, and socioeconomics, and (3) clarify how such data inconsistency superimposed with the theoretical complexities laid out in (Sun et al., 2023) may impact process interpretation of various applications and contribute to inconsistent findings. We emphasize that accurate interpretation of the functional relationships between SIF and other ecological indicators is contingent upon complete understanding of SIF data quality and uncertainty. Biases and uncertainties in SIF observations can significantly confound interpretation of their relationships and how such relationships respond to environmental variations. Built upon our syntheses, we summarize existing gaps and uncertainties in current SIF observations. Further, we offer our perspectives on innovations needed to help improve informing ecosystem structure, function, and service under climate change, including enhancing in‐situ SIF observing capability especially in “data desert” regions, improving cross‐instrument data standardization and network coordination, and advancing applications by fully harnessing theory and data.

Abstract Germany has introduced measures favorable to the deployment of electric cars, but, so far, their diffusion has been slow. To assess the decarbonization of the transport sector, a wider range of factors and stakeholder priorities must be considered. A multi-criteria approach shows that car users and vehicle manufacturers are likely to resist e-mobility. However, a decision model based on the multi-criteria approach heavily depends on the characteristics of the car categories and on the weights determining stakeholders’ motivations. In practice, neither the exact characteristics nor the exact weights are known exactly. By systematically varying the characteristics and weights, we take these uncertainties into account and test the robustness of the results. Moreover, we identify factors linked to policy measures promoting a particular car technology. Whilst we find that incentivizing the adoption of hybrids is possible, shifting the attitude of car users towards electric vehicles is difficult, since electric vehicles have disadvantages for this stakeholder. Electric utilities support electric vehicles, as they are consistent with their business model whilst government supports them only once ecological and economic concerns gain equal importance. This indicates that new approaches involving penalizing conventional cars may be necessary to the dissemination of electric cars.