Das Projekt "Methane transport to the ocean from the Mid-Atlantic Ridge, 2°S to 11°S" wird vom Umweltbundesamt gefördert und von IFM-GEOMAR Leibniz-Institut für Meereswissenschaften durchgeführt.
Das Projekt "DE-LIGHT Transport" wird vom Umweltbundesamt gefördert und von Center of Maritime Technologies e.V. durchgeführt. DE-LIGHT Transport is a multi-national initiative supported by the European Commission's Framework 6 programme that is investigating the design and manufacturing of lightweight sandwich structures in the marine, rail and freight container industries. Sandwich materials, consisting of two thin facings separated by a low density core, can be used to produce structures that are both light and stiff. They also offer opportunities for parts reduction through design integration, improved surface finish and lower assembly and outfitting costs. DE-LIGHT Transport aims to further promote the use of sandwich materials by developing key technologies that will support the practical realisation of robust sandwich designs. Specifically, this will include: - A multi-material sandwich design tool. Previous work has often focussed on a particular type of sandwich construction (e.g. laser-welded steel or composite). This has tended to yield niche results with limited applicability. DE-LIGHT Transport will implement a more generic design approach that will allow the evaluation and optimisation of a wide range of material and structural mixes according to the requirements of a given application. - Strategies for joining, assembly and outfitting ? the bringing together and integration of separate sandwich panels and/or sub-components to produce finished structures. In particular, modular approaches for the off-line production of sandwich assemblies to exploit economies of scale will be developed. Testing and validation procedures ? to provide accurate and reliable methods of determining fitness for purpose. The above technologies will be demonstrated within the project through the design and manufacturing of six prototype structures. These will include deck and deckhouse structures for ships, a rail vehicle cab, and a freight container. Risk-based design principals will be applied throughout to ensure that the new designs comply with existing regulatory frameworks. It is anticipated that DE-LIGHT Transport will provide designers of vehicles and vessels with practical approaches to the implementation of sandwich solutions as an alternative to traditional stiffened-plate designs. In this way, the benefits of sandwich construction will be unlocked for a wider range of applications.
Das Projekt "B 2.3: Transport of agrochemicals in a watershed in Northern Thailand - Phase 3" wird vom Umweltbundesamt gefördert und von Universität Hohenheim, Institut für Bodenkunde und Standortslehre, Fachgebiet Biogeophysik durchgeführt. Land use changes of the last decades in the mountainous regions of Northern Thailand have been accompanied by an increased input of agrochemicals, which might be transferred to rivers by surface and/or subsurface flow. Where the river water is used for household consumption, irrigation and other purposes, agrochemical losses pose a serious risk to the environment and food safety. In the first and the second phase, subproject B2 collected data on and gained knowledge of the vertical and lateral transport processes that govern the environmental fate of selected agrochemicals at the plot and the hillslope scale (Ciglasch et al., 2005; Kahl et al., 2006). In the third phase, B2.3 will turn from the hillslope to the watershed scale. For simulation of water flow and pesticide transport the SWAT model (Neitsch et al., 2002b) will be adapted and used. The study area will be the Mae Sa watershed (138 km2), which includes the Mae Sa Noi subcatchment where B2 carried out detailed investigations during the last two phases. The specific focus of the subproject will be the parameterization and calibration of the SWAT model and its integration into the model network of the SFB. The SFB database has been established and can be used for model parameterization. In addition, high-quality geo-data are available from the Geoinformatic and Space Technology Development Agency (GISTDA) in Chiang Mai. For model calibration, discharge measurements are available for the Mae Sa Noi subcatchment (12 km2) and for the neighboring Mae Nai subcatchment (18 km2). To collect data on the Mae Sa watershed discharge, at the very beginning of the third phase gauging stations will be established in a midstream position and at the outlet of the watershed. Pesticide fluxes will be measured at each gauging station as well as in the Mae Sa Noi subcatchment, where B2.2 has operated two flumes equipped with automatic discharge-proportional water samplers since 2004. Rainfall distribution and intensity will be monitored with a net of automatic rain gauges. Hydrograph separation will be performed using soil and river temperatures (Kobayashi et al., 1999). Within the watershed temperature loggers will be installed at different soil depths to measure the temperature of the different discharge components. Already at the beginning of the second year of the third phase we will start to couple the SWAT model with land use and farm household models of the SFB and to use the model to assess the effect of land use and land management changes on the loss of pesticides to surface waters.
Das Projekt "Real Cost Reduction of Door-to-Door Intermodal Transport (RECORDIT)" wird vom Umweltbundesamt gefördert und von Leibniz Zentrum für Europäische Wirtschaftsforschung GmbH, Forschungsbereich Umwelt- und Ressourcenökonomik, Umweltmanagement durchgeführt. Bei diesem EU Projekt im Auftrag der DG Energie und Verkehr wird die Kostensituation des kombinierten Verkehrs untersucht und mit der des unimodalen Straßengütertransport verglichen. Dies soll anhand dreier ausgewählter europäischer Strecken erfolgen. Die erste ist der Gütertransport-Freeway zwischen Patras und Hamburg (mit Verlängerung bis nach Göteborg) über Brindisi, Verona und München. Die zweite Strecke ermöglicht die Benutzung von drei Transportmitteln auf der Verbindung zwischen Genua und Manchester über Basel und Antwerpen, während die dritte Relation als Ost-West-Verbindung zwischen Barcelona und Warschau verläuft (über Lyon, Turin, Triest, Ljubljana und Budapest. Ziel des EU Projektes ist die Berechnung der tatsächlichen (intern wie auch extern) Kosten des intermodalen Verkehrs im Vergleich zu denen des Straßengütertransportes. Dazu wird - soweit möglich - einem Bottom-up-Ansatz gefolgt. Die verschiedenen Kostenarten eines Transportprozesses müssen bestimmt und durch eine Befragung europäischer Transportunternehmen sowie einiger großer Verlader in ihrer Höhe ermittelt werden. Neben der Berechnung der internen und externen Kosten werden außerdem bestehende Steuern und Gebührensysteme auf den drei Routen untersucht, sowie Ineffizienzen im heutigen Bepreisungssystem aufgezeigt. Abschließend wird analysiert, an welchen Stellen Einsparungspotential vorhanden sind um den kombinierten Verkehr im Vergleich zur Straße konkurrenzfähiger zu machen. Die Aufgabe des ZEW besteht darin, die theoretische Grundlage für das Projekt zu erarbeiten (Working Package 1). Im ersten Teil werden die Grundlagen einer modernen Kosten-Nutzen-Analyse herausgearbeitet und mit Nachhaltigkeitskriterien im Verkehr verknüpft. Im zweiten Teil des WP1 soll die Kostensituation bereits in der Literatur beschriebenen Transportketten untersucht werden. Angedacht ist die Zuteilung der verschiedenen Kostenarten zu neun Transportblöcken einer intermodalen Transportkette. Der dritte und vierte Teil beschreibt die Methodik zur Datenerhebung und -berechnung der internen und externen Kosten. Weiterhin werden vom ZEW Teilaufgaben in anderen Working Packages übernommen. Diese umfassen insbesondere Datensammlungen für die deutschen schweizerischen und östereichischen Teilstücke der ausgewählten drei Stecken. Hierzu werden auch Befragungen von Experten der Transportwirtschaft über die Höhe der Kosten im intermodalen und im unimodalen Straßengüterverkehr durchgeführt.
Das Projekt "The role of turgor in rain-cracking of sweet cherry fruit" wird vom Umweltbundesamt gefördert und von Leibniz Universität Hannover, Institut für Biologische Produktionssysteme, Fachgebiet Obstbau durchgeführt. Rain-cracking limits the production of many soft and fleshy fruit including sweet cherries world wide. Cracking is thought to result from increased water uptake through surface and pedicel. Water uptake increases fruit volume, and hence, turgor of cells (Pcell) and the pressure inside the fruit (Pfruit) and subjects the skin to tangential stress and hence, strain. When the strain exceeds the limits of extensibility the fruit cracks. This hypothesis is referred to as the Pfruit driven strain cracking. Based on this hypothesis cracking is related to two independent groups of factors: (1) water transport characteristics and (2) the intrinsic cracking susceptibility of the fruit defined as the amount of cracking per unit water uptake. The intrinsic cracking susceptibility thus reflects the mechanical constitution of the fruit. Most studies focussed on water transport through the fruit surface (factors 1), but only little information is available on the mechanical constitution (i.e., Pfruit and Pcell, tensile properties such as fracture strain, fracture pressure and modulus of elasticity of the exocarp; factors 2). The few published estimates of Pfruit in sweet cherry are all obtained indirectly (calculated from fruit water potential and osmotic potentials of juice extracts) and unrealistically high. They exceed those measured by pressure probe techniques in mature grape berry by several orders of magnitude. The objective of the proposed project is to test the hypothesis of the Pfruit driven strain cracking. Initially we will focus on establishing systems of widely differing intrinsic cracking susceptibility by varying species (sweet and sour cherry, Ribes and Vaccinium berries, plum, tomato), genotype (within sweet cherry), stage of development and temperature. These systems will then be used for testing the hypothesis of Pfruit driven strain cracking. We will quantify Pfruit und Pcell by pressure probe techniques and compression tests and the mechanical properties of the exocarp using biaxial tensile tests. When the presence of high Pfruit and Pcell is confirmed by direct measurements, subsequent studies will focus on the mode of failure of the exocarp (fracture along vs. across cell walls) and the relationship between failure thresholds and morphometric characteristics of the exocarp. However, when Pfruit und Pcell are low, the hypothesis of Pfruit driven strain cracking must be rejected and the mechanistic basis for low pressures (presence of apoplastic solutes) clarified on a temporal (in the course of development) and a spatial scale (exocarp vs. mesocarp). We focus on sweet cherry, because detailed information on this species and experience in extending the short harvest period is available. Where appropriate, other cracking susceptible species (sour cherry, plum, Vaccinium, Ribes, tomato) will be included to further extend the experimental period and to maximize the range in intrinsic cracking susceptibility.
Das Projekt "Soil-gas transport-processes as key factors for methane oxidation in soils" wird vom Umweltbundesamt gefördert und von Universität Freiburg, Institut für Geo- und Umweltnaturwissenschaften, Professur für Bodenökologie durchgeführt. Methane (CH4) is a major greenhouse gas of which the atmospheric concentration has more than doubled since pre-industrial times. Soils can act as both, source and sink for atmospheric CH4, while upland forest soils generally act as CH4 consumers. Oxidation rates depend on factors influenced by the climate like soil temperature and soil moisture but also on soil properties like soil structure, texture and chemical properties. Many of these parameters directly influence soil aeration. CH4 oxidation in soils seems to be controlled by the supply with atmospheric CH4, and thus soil aeration is a key factor. We aim to investigate the importance of soil-gas transport-processes for CH4 oxidation in forest soils from the variability the intra-site level, down to small-scale (0.1 m), using new approaches of field measurements. Further we will investigate the temporal evolution of soil CH4 consumption and the influence of environmental factors during the season. Based on previous results, we hypothesize that turbulence-driven pressure-pumping modifies the transport of CH4 into the soil, and thus, also CH4 consumption. To improve the understanding of horizontal patterns of CH4 oxidation we want to integrate the vertical dimension on the different scales using an enhanced gradient flux method. To overcome the constraints of the classical gradient method we will apply gas-diffusivity measurements in-situ using tracer gases and Finite-Element-Modeling. Similar to the geophysical technique of Electrical Resistivity Tomography we want to develop a Gas Diffusivity Tomography. This will allow to derive the three-dimensional distribution of soil gas diffusivity and methane oxidation.
Das Projekt "B 2: Lateral water flow and transport of agrochemicals - Phase 1" wird vom Umweltbundesamt gefördert und von Universität Hohenheim, Institut für Bodenkunde und Standortslehre durchgeführt. The project aims at developing a model of the dynamics of agrochemicals (fertilisers, pesticides) and selected heavy metals on a regional scale as a function of cropping intensity in the highland areas of Northern Thailand. The model shall predict the effects of cropping intensity on mobility and leaching of agrochemicals in the agriculturally used system itself but also on the chemical status of neighbouring ecosystems including downstream areas. The methods for measuring and estimating the fluxes of agrochemicals in soils will be adapted to the conditions of the soils and sites in Northern Thailand. Fluxes of agrochemicals will be measured in fruit tree orchards on the experimental sites established together with projects B1, C1 and D1. Also, processes governing the dynamics of agrochemicals will be studied. The objectives for the first phase are as follows: - To identify suitable study sites - To establish the methods for measuring the fluxes of agrochemicals in the study sites - To adopt the analytical procedures for pesticides - To identify and parametrise the processes governing the mobility of agrochemicals - To identify the major chemical transformation processes for agrochemicals in the soils of the project area - To establish models of the fate of agrochemicals an the plot scale. Dynamics of agrochemicals include processes of mobilisation/immobilisation, degradation and transport. Both, experiments and field inventories are needed to elucidate the complex interaction of the various processes. Field measurements of the fluxes of nutrient elements (N, P, K, Ca, Mg, Mn, Zn, Cu), pesticides and some heavy metals will be conducted at different regional scales (plot, agricultural system, small catchment, region). Laboratory and field experiments consider chemical, physicochemical and biological processes. Biological processes and degradation of pesticides will not be considered in the first phase of the project, however, they should be included later on. The project as a whole is broken down into three essential parts, which consecutively follow each other. The subproject is methods- and processes-orientated. Methods, which were developed in Hohenheim to quantify the fluxes of chemicals in soils have to be adapted to meet the requirements of the specific conditions in the study area. Recently, these methods are already under development in tropical environments (Vietnam, Costa Rica). After adaptation the methods will be used to yield flux data on the plot scale. These data are needed to help deciding which of the hypothesised processes are of major importance for modelling the dynamics of agrochemicals. The final outcome of this project phase are models of the fate of agrochemicals as a function of management intensity on the plot scale.
Das Projekt "SIRRO: Siberian River Run-Off" wird vom Umweltbundesamt gefördert und von Universität Hamburg, Zentrum für Meeres- und Klimaforschung, Institut für Meereskunde (IfM) durchgeführt. SIRRO is a bilateral German-Russian project funded by the BMBF and russian authorities. The project investigates the nature and the impact of Siberian river runoff from Ob and Yenisei into the Kara Sea. In SIRRO, the Institute for Oceanography, Hamburg, is responsible for the high-resolution circulation modelling of the Ob and Yenisei estuaries and surrounding areas of the Kara Sea. The simulated flow fields will be used for transport and dispersion modelling of dissolved and particulate bio-geochemical tracers such as dO18, C13, nutrients, suspended matter or DOC.
Das Projekt "Fuel cell power trains and clustering in heavy-duty transports (FELICITAS)" wird vom Umweltbundesamt gefördert und von Fraunhofer-Institut für Verkehrs- und Infrastruktursysteme IVI durchgeführt. Objective: The FELICITAS consortium proposes an Integrated Project to develop fuel cell (FC) drive trains fuelled with both hydrocarbons and hydrogen. The proposed development work focuses on producing FC systems capable of meeting the exacting demands of heavy-dut y transport for road, rail and marine applications. These systems will be: - Highly efficient, above 60Prozent - Power dense, - Powerful units of 200kW plus, - Durable, robust and reliable. Two of the FC technologies most suitable for heavy-duty transport applic ations are Polymer Electrolyte FuelCells (PEFC) and Solid Oxide Fuel Cells (SOFC). Currently neither technology is capable of meeting the wideranging needs of heavy-duty transport either because of low efficiencies, PEFC, or poor transient performance,SO FC. FELICITAS proposes the development of high power Fuel Cell Clusters (FCC) that group FC systems with other technologies, including batteries, thermal energy and energy recuperation.The FELICITAS consortium will first undertake the definition of the requirements on FC power trains for the different heavy-duty transport modes. This will lead to the development of FC power train concepts, which through the use of advanced multiple simulations, will undertake evaluations of technical parameters, reliab ility and life cycle costs. Alongside the development of appropriate FC power trains the consortium will undertake fundamental research to adapt and improve existing FC and other technologies, including gas turbines, diesel reforming and sensor systems f or their successful deployment in the demanding heavy-duty transport modes. This research work will combine with the FC power trains design and simulation work to provide improved components and systems, together with prototypes and field testing where ap propriate.The FELICITAS consortium approach will substantially improve European FC and associated technology knowledae and know-how in the field of heavv-duty transport.
Das Projekt "Transports and variability-driving mechanisms in Flemish Pass at the western boundary of the subpolar North Atlantic (FLEPVAR)" wird vom Umweltbundesamt gefördert und von Universität Hamburg, Fachbereich Geowissenschaften, Institut für Meereskunde durchgeführt. Labrador Sea Water (LSW) formed in the Labrador Sea constitutes the lightest contribution to North Atlantic Deep Water (NADW), a conglomerate of water masses that form the cold return flow of the Atlantic meridional overturning circulation (MOC). Climate variability can be modulated by changes in the MOC strength; such changes are thought to be linked to variations in LSW formation. The Deep Western Boundary Current (DWBC) is the main southward pathway for newly formed LSW. Topographic obstacles at the southern exit of the Labrador Sea split the DWBC into an upper branch carrying LSW through Flemish Pass (1200m sill depth) and a branch carrying all NADW components along the continental slope around Flemish Cap. Up to now, transports through Flemish Pass and their contribution to the MOC are still uncertain, the importance of the pass for the export of LSW and its associated variability are yet unknown. In this project the transports through Flemish Pass will be quantified, and mechanisms driving and governing the variability of the flow will be investigated. The project focuses on the following questions: What is the magnitude of transports for waters passing through Flemish Pass and their associated variability? Which processes drive the variability? What is the relevance of the deep water export through Flemish Pass for the MOC, especially when compared to the DWBC export? Are both deep water export pathways (through Flemish Pass or around Flemish Cap) coupled? What processes govern the inflow of deep water into Flemish Pass? To answers these questions, ship-based measurements and time series from moored instruments in the Flemish Pass will be analyzed in conjunction with output from two state-of-the-art Ocean models run at high-resolution.
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