Filtern
Dokumenttyp
Sprache
- Englisch (2)
Volltext vorhanden
- ja (2)
Gehört zur Bibliographie
- nein (2) (entfernen)
Schlagworte
- Klimaschutz (2) (entfernen)
Institut
More and more universities are recognizing their role model and creative function in society and are acting accordingly - also in terms of mobility. In this way, universities can make an important contribution to climate protection, as mobility is responsible for more than 20 percent of global greenhouse gas emissions. The GreenMetric ranking also takes the area of mobility into account via the Transportation category, which is weighted at 18%. This paper uses the example of the Environmental Campus Birkenfeld at Trier University of Applied Sciences, Germany, to show what opportunities universities in rural areas have to reduce transportation-related emissions of students and employees. The possibilities of avoiding transportation as well as different solutions for the reduction of transportation-related greenhouse gas emissions are discussed. Furthermore, conflicts of objectives inherent to the university system in the area of mobility are considered, especially in the area of internationalization.
Passenger cars in Europe have become both heavier and more powerful over the past decades. This trend has increased vehicle utility but it might have also offset technical improvements in powertrain efficiency. Here, we analyze efficiency trade-offs and CO2 emissions for three popular compact cars in Germany. We find that mass, power, and front area of model variants has increased by 66%, 147%, and 22%, respectively between 1980 and 2018. In the same period, fuel consumption decreased 14% for gasoline models but it increased 9% for diesel models. However, if vehicle mass, power, and front area had remained at 1980 levels, technical efficiency improvements would have decreased the fuel consumption of gasoline and diesel models by 23% and 24%, respectively. The related efficiency trade-offs amount to 24 g CO2/km or 13% of the current fuel consumption for gasoline models and 40 g CO2/km or 25% of the current fuel consumption for diesel models. These findings suggest that about half of the technical efficiency improvements in gasoline models and all of the technical efficiency improvements in diesel models are offset through other vehicle attributes. By accounting for the observed efficiency trade-offs, climate policy could become more effective.