BACKGROUND: The Kingdom of Jordan belongs to the ten water scarcest countries in the world, and climate change is likely to increase the frequency of future droughts. Jordan is considered among the 10 most water impoverished countries in the world, with per capita water availability estimated at 170 m per annum, compared to an average of 1,000 m per annum in other countries. Jordan Government has taken the strategic decision to develop a conveyor system including a 325 km pipe to pump 100 million cubic meters per year of potable water from Disi-Mudawwara close to the Saudi Border in the south, to the Greater Amman area in the north. The construction of the water pipeline has started end of 2009 and shall be finished in 2013. Later on, the pipeline could serve as a major part of a national water carrier in order to convey desalinated water from the Red Sea to the economically most important central region of the country. The conveyor project will not only significantly increase water supplies to the capital, but also provide for the re-allocation of current supplies to other governorates, and for the conservation of aquifers. In the context of the Disi project that is co-funded by EIB two Environmental and Social Management Plans have been prepared: one for the private project partners and one for the Jordan Government. The latter includes the Governments obligation to re-balance water allocations to irrigation and to gradually restore the protected wetlands of Azraq (Ramsar site) east of Amman that has been depleted due to over-abstraction by re-directing discharge of highland aquifers after the Disi pipeline becomes operational. The Water Strategy recognizes that groundwater extraction for irrigation is beyond acceptable limits. Since the source is finite and priority should be given to human consumption it proposes to tackle the demand for irrigation through tariff adjustments, improved irrigation technology and disincentive to water intensive crops. The Disi aquifer is currently used for irrigation by farms producing all kinds of fruits and vegetables on a large scale and exporting most of their products to the Saudi and European markets and it is almost a third of Jordan's total consumption. The licenses for that commercial irrigation were finished by 2011/12. Whilst the licenses will be not renewed the difficulty will be the enforcement and satellite based information become an important supporting tool for monitoring. OUTLOOK: The ESA funded project Water management had the objective to support the South-North conveyor project and the activities of EIB together with the MWI in Jordan to ensure the supply of water for the increasing demand. EO Information provides a baseline for land cover and elevation and support the monitoring of further stages. usw.
The aim of BioBuild is to use biocomposites to reduce the embodied energy in building facade, supporting structure and internal partition systems by at least 50Prozent over current materials with no increase in cost. This will lead to a step change in the use of sustainable, low carbon construction materials, by replacing aluminium, steel, FRP, brick and concrete in buildings. Facades are widely used in construction, primarily to protect and insulate the internal structure. Internal partitions are used to divide space, carry utilities and provide thermal and acoustic insulation. The current materials used such as aluminium, steel, brick and concrete are energy intensive to produce and have high embodied energy. FRP is an alternative construction material, benefitting from low weight, formability and simple manufacturing, allowing low material content structures and innovative design. However, typical resin and glass fibre are non-renewable, energy intensive to synthesise. Biocomposites overcome these drawbacks, whilst maintaining the benefits, being based on natural fibres and bioresins which have low embodied energy and cost. Biocomposites are renewable and sustainable resin and reinforcement structures. The resins in this project are furan and cashew nut oil based with reinforcing fibres of flax and jute. Bast fibres have lower environmental impacts than glass, concerning climate change and energy but have similar properties. Biocomposites are used commercially in automotive interior parts, but for outdoor applications they can degrade due to moisture absorption and bio-degradation. BioBuild will develop biocomposites and construction products with a life span of 40 years, by protecting the fibres with novel treatments and coatings. The result of the project will be a low cost, lightweight, durable and sustainable biocomposite building system, with full technical and environmental validation, offering low embodied energy construction materials.
Objective: The proposed project is designed to address the problem of pollution of the environment by road vehicles as denned under the Thematic Priority 1.6.2, Sustainable Surface Transport relating to the Work Programme 'Integrating and strengthening the European Research Area'. The research activities of the consortium will be based around state of the art developments in the area of optical fibre sensor and intelligent instrumentation technology to formulate a system for on line monitoring of exhaust emissions from road vehicles. The application of this technology to resolving the problems of atmospheric pollutants and their regional impacts is therefore highly appropriate to the issue identified in the thematic roadmap i.e. 'New technologies and concepts for all surface transport modes'. The consortium which will execute the research programme comprises six members from four EC member states. They include four academic institutions, an SME and an end user (a major European car manufacturer). Their combined expertise and knowledge of the technological and business issues will facilitate the rapid development of the technology into a demonstratable prototype within the three year lifetime of the project. The project's technical objectives are summarised as follows: -. To set up laboratory based test facilities such that the sensor systems may be characterised in a precisely controlled and reproducible manner. Therefore, individual parameters such as optical absorption and scattering may be studied in isolation as well as collectively.. To isolate and identify the optical signals arising from contaminants present in the complex mixtures of exhaust systems of a wide range of vehicles using advanced and novel optical fibre based spectroscopie interrogation techniques. To develop novel optical fibre sensors which are miniature and robust in their construction and may be fitted...
NANOINSULATE will develop durable, robust, cost-effective opaque and transparent vacuum insulation panels (VIPs) incorporating new nanotechnology-based core materials (nanofoams, aerogels, aerogel composites) and high-barrier films that are up to four times more energy efficient than current solutions. These new systems will provide product lifetimes in excess of 50 years suitable for a variety of new-build and retrofit building applications. Initial building simulations based on the anticipated final properties of the VIPs indicate reductions in heating demand of up to 74Prozent and CO2 emissions of up to 46Prozent for Madrid, Spain and up to 61Prozent and 55Prozent respectively for Stuttgart, Germany for a building renovation which reduces the U-value of the walls and roof from 2.0 W m-2 K-1 to 0.2 W m-2 K-1. This reduction could be achieved with NANOINSULATE products that are only 25 mm thick, giving a cost-effective renovation without the need of changing all the reveals and ledges. Similarly, significant reductions in U-values of transparent VIPs (3 W m-2 K-1 to 0.5 W m-2 K-1) are shown by substituting double glazed units in existing building stock. Six industrial & four research based partners from seven EU countries will come together to engineer novel solutions capable of being mass produced. Target final manufacturing costs for insulation board (production rates above 5 million m2/year) are less than 7 m-2 for a U-value of 0.2 W m-2 K-1. NANOINSULATE will demonstrate its developments at construction sites across Europe. A Lifecycle Assessment, together with a safety and service-life costing analysis, will be undertaken to prove economic viability. NANOINSULATE demonstrates strong relevance to the objectives and expected impacts of both the specific call text of the Public-Private Partnership Energy-efficient Buildings topic New nanotechnology-based high performance insulation systems for energy efficiency within the 2010 NMP Work Programme and the wider NMP & Energy Thematic Priorities. Prime Contractor: Kingsplan Research and Developments Ltd.; Kingscourt; Irland.
BOmobil - so heißt der Elektrokleintransporter, den die Hochschule Bochum mit den Partnern Composite Impulse, Delphi, Scienlab, den Stadtwerken Bochum und dem TÜV NORD, gefördert im Rahmen des Wettbewerbs ElektroMobil.NRW serienreif entwickelt. Die Anforderungen von klein- und mittelständigen Unternehmen für den Regionalverkehr der Zukunft bestimmen das Konzept. Elektromobilitat und ansprechendes Design müssen sich nicht ausschließen, das beweist das BOmobil. Technologisch zeigt der Prototyp eine radikale Abwendung von herkömmlichen Automobilkonzepten: keine zentrale Antriebseinheit mehr - stattdessen Radnabenmotoren. So entsteht Raum für die Neugestaltung des Innenraums. Zwei Sitzplätze, Platz für eine Normgitterbox, Höchstgeschwindigkeit ca. 130 km/h, Reichweite mehr als 150 Kilometer - Elektromobilität für den Alltag. Alle Komponenten des elektrischen Antriebsstrangs werden im sogenannten Skateboard untergebracht, der tragenden Struktur, die aus Aluminium-Leichtbau-Profilen genietet und geklebt wird. Diese Variante des Aufbaus ermöglicht eine hochfeste Struktur, die für einen Kleintransporter die nötige Crash-Sicherheit bietet und flexible Aufbauvarianten zulässt. Die Batterie, die Traktionswechselrichter und die Motoren sind organisch zueinander angeordnet. So lassen sich kurze Leitungswege und ein niedriger Schwerpunkt realisieren. Durch die selbst entwickelten Radnabenmotoren wird das Antriebsmoment dort generiert, wo es benötigt wird und die eingesparte Antriebseinheit im Aufbau vergrößert das Ladevolumen des Fahrzeugs. Für die Batterie kommt die Lithium-Eisen-Phosphat-Technologie zum Einsatz. Das nötige enge Temperaturband für deren Betrieb wird im Rahmen des Thermomanagement des Fahrzeuges realisiert. Die Auswahl geeigneter thermisch isolierender Karosserie- und Scheibenwerkstoffe ist dabei von zentraler Bedeutung, um eine aktive Kühlung bzw. Heizung in deutlich geringerem Maße als in konventionellen Fahrzeugen erforderlich zu machen. Die Karosserie wird aus ABS-Kunststoff und Faserverbund-Kunststoff gefertigt. Die Kunststoffbauteile haben sowohl strukturelle, als auch warme- und geräuschdämmende Funktion. Während in konventionellen Fahrzeugen Einscheiben-Sicherheits- und Verbundglas eingesetzt wird, erfolgt im BOmobil soweit möglich die Verwendung von Kunststoffscheiben. Zur Kostenreduktion werden für das Fahrwerk Standardkomponenten des OPEL Zafira verwendet.
Fliessgewässer unterstehen dauernden Veränderungen. Diese können natürlich oder anthropogen bedingt sein. Der Mensch 'korrigiert seine Flüsse und Bäche schon seit Jahrhunderten. Seit der Industrialisierung wurden die Eingriffe jedoch zunehmend stärker und umfangreicher. Ganze Flusssysteme wurden begradigt, Wasserkraftwerke stauen Flüsse über hunderte Kilometer an und Schleusen machen Fliessgewässer wiederum schiffbar. Heutzutage hat sich die Denkweise umgekehrt. Weniger Eingriffe, Rückbau von flussbaulichen Einrichtungen und die Forderung nach mehr Naturnähe bestimmen mittlerweile die Gedanken der Wasserwirtschaft. Erst recht durch die Umsetzung der EU-Wasserrahmenrichtlinie, die im Allgemeinen eine Verbesserung der Gewässer fordert. Laut dieser Forderung müssten einige stark veränderten Fliessgewässer von den Verbauungen 'befreit werden. Die Arbeit soll versuchen aufzuzeigen, wieso es auch wünschenswert wäre alte Eingriffe in die Flüsse zu schützen, weil sie besonders und einmalig sind und sie nach eingehender Überprüfung als kulturhistorische Denkmäler auszuweisen. Deshalb soll geklärt werden wie sich solche flussbauliche Konstruktionen zu kulturhistorischen Bauwerken entwickeln konnten . Infolgedessen soll besonders Wert auf die Identifikation der Bevölkerung und der Erbauer mit den jeweiligen Objekten gelegt werden. Welche Wünsche und Erwartungen hegten die Menschen bei der Erstellung der flussbaulichen Bauwerke? Welche Konflikte traten zutage? Wie hat sich der Stellenwert der Bauwerke über die Zeit bis heute verändert? Um die heutige kulturhistorische Bedeutung von Fließgewässern zu verstehen, ist die Kenntnis über die frühere Beziehung des Menschen, besonders der Flussanwohner, zu ihren Flüssen von besonderer Relevanz. Nur so kann geklärt werden wieso man heute das Interesse besitzt verbaute Flüsse zu erhalten, obwohl Möglichkeiten bestünden sie aus ihrem 'Korsett zu befreien. Diese Fragestellungen sollen am Beispiel des Hochrheins und dem schweizerischen Linthwerk untersucht werden. Als Untersuchungsmethode dienen das Studium und die Analyse diverser schriftlicher Quellen.
Objective: Increasing awareness by the public opinion about environmental issues, energy and material conservation at all stages of product life (from raw materials to disposal/recycling) is putting the industry in general and the transport industry in particular under increased pressure to reduce CO2 emissions and save energy. Environmental protection and safety will be increasingly influenced by legislation. The European transport industry is estimated to generate 22 percent of the carbon dioxide emission. As the car population is expected to grow 40 percent by the year 2010 new tough targets for reducing emissions by 30 percent in 2010 are being set by the EU, against the state of the art technologies of 1995. It is generally agreed by the industry that reductions of this size will require a change in current technologies. Multi-material technology (sandwich and/or hybrid materials) is becoming increasingly important in new vehicle design. Public service vehicles (buses and coaches) are regarded as primary targets for application of sandwich construction and multi-materials. Public service vehicles (PSV) play a major role in the transportation industry of both industrialized and developing countries. The proposed project will be focused on the development of a novel technology to manufacture bus/coach bodies using sandwich multi-material panels. The main overall objectives of the project are: - Solving the problem of reducing weight and production costs of land transport vehicles through the development of a technology of modular bus/coach construction, using 'all composite' multi-material sandwich panels instead of steel/aluminium space frame lined with sheets of different materials. - Devise design methodologies that reduce production lead time through reduction of number of components, functional integration, and allowance for dismantling, easy repair and recycling. Primce Contractor: INEGI - Instituto de Engenharia Mecanica e Gestao Industrial, Leca do Balio, Portugal.
LEnSE is a research project that responds to the growing need in Europe for assessing a building's sustainability performance. The project draws on the existing knowledge available in Europe on building assessment methodologies. LEnSE aims to develop a truly holistic methodology that addresses the overall, integrating concept of sustainability. The main objective of LEnSE is to develop a methodology for the assessment of the sustainability performance of existing, new and renovated buildings, which is broadly accepted by the European stakeholders involved in sustainable construction. This methodology will allow for future labelling of buildings, in analogy with the Energy Performance Directive. The work should result in increased awareness of the European stakeholders and will allow adequate policy implementation on sustainable construction. The project consists of three main themes. The first theme is the identification and scope of the issues which need to be included in a sustainability assessment. This has to be wide enough to be acceptable and limited enough to be practicable. A broad consensus on these issues will be reached through strategic consultation of the relevant stakeholders. The second theme is the actual development of the assessment methodology. The content of the assessment will be developed for a limited, but representative range of key issues. Guidelines on how to address local variations will be provided. This work will be validated by the development of a prototype tool and tested on case study buildings. The key stakeholders on the European and national level will be highly involved in the development of the methodology, to guarantee a wide acceptance and implementation of the project results. These consultations will include national meetings with stakeholders and trans-national expert workshops. Thematic -stepping stone- publications, will serve as strategic reference and discussion documents for the stakeholder consultation rounds. Prime Contractor: Centre Scientifique et Technique de la Construction; Bruxelles; Belgium.
Objective: The Wave Dragon is a slack-moored wave energy converter of the overtopping type. It is by far the most powerful wave energy converter and at the same time one of the most energy efficient and economic devices under development today. Since March 2003 a 20kW scale 1:4.5 prototype of a 7MW Wave Dragon has been tested as the world's first floating grid connected wave energy converter. The project will develop the Wave Dragon technology further from the tested all steel-built 20kW prototype to a full size composite built 7MW unit and by testing validate the technical and economic feasibility. The RTD-part of the project will: - Develop Wave Dragon's energy absorbing structure, the low head turbine power take-off system and the control systems. An additional reservoir placed above the existing reservoir level will also be developed. The result of these changes to the overall design will be a significant increase in power production and a reduction in O&M cost. The development of the 7MW unit will be based on the knowledge base established through the tests with the 20kW prototype and the design process will comprise several innovative elements utilizing the O&M experience from the 20kW prototype tests. - Develop cost effective construction methods and establish the optimal combination of in situ cast concrete, post- stressed reinforcement and pre-stressed concrete elements - Develop new supplementary environmental friendly water hydraulic power take-off systems - Demonstrate reliable and cost effective installation procedures and O&M schemes - Establish the necessary basis for design codes and recommendations for floating multi MW wave energy converters. The test program will demonstrate the availability, power production predictability, power production capability and medium to long term electricity generation costs at 0.052EUR/kWh in a wave climate of 24kW/m, which could be found relatively close to the cost at the major part of the Atlantic coast.
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