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#How to get back deleted emails netzero plus#
Mais celle-ci n’est jamais neutre, elle s’inscrit dans les stratégies-climat plus ou moins fructueuses d’organisations variées, au premier rang desquelles les entreprises du secteur de l’énergie, mais aussi des Etats, des organisations internationales, des associations ou des cabinets de conseil. Dans cette optique, le chapitre de transition définit le pricing du carbone comme une instrumentation. Aussi, il est défendu l’idée que la généalogie est la méthode pertinente pour mettre ce cadre théorique en relation avec un objet d’étude empirique. C’est ainsi que sont réunis les concepts de performativité et de gouvernementalité. Dès lors, l’exercice du pouvoir est étudié à l’aune des interactions entre technique, dispositif et agencement. Le premier chapitre commence par cadrer des considérations philosophiques générales sur l’action, puis resserre l’analyse sur l’intention. In engineering practice, the present design of S-WEC can be a promising technical solution of ocean wave energy harvesting, based on its comprehensive advantages on survivability enhancement, metal corrosion or fouling organism inhibition, power generation stability and efficiency, and so on.Ĭomment et pourquoi les entreprises ont-elles utilisé et utilisent-elles des prix internes du carbone ? Ancrée dans les sciences de gestion et sur la base de données primaires et secondaires, cette thèse mobilise des ressources interdisciplinaires pour y répondre. For cases under consideration, the conversion efficiency of the S-WEC can even reach over 90%.
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The geometry factors including the draught-to-width ratio (DWR) and inclination bottom angle of the buoys are investigated. Effects of the buoy’s geometry on power generation characteristics of the S-WEC are also investigated. To determine a constant PTO damping for engineering design, a practical approach based on diagram analyses is proposed, where the averaged conversion efficiency can reach 70%. An optimal PTO damping can be found for each excitation frequency, leading to the maximisation of both the power generation and conversion efficiency of the buoy. Effects of the PTO damping on power generation characteristics of S-WEC is further explored. The viscous damping strength is identified through comparisons with experimental measurements. Natural frequencies of the S-WEC system are first investigated through spectrum analyses on motion histories of the buoy and sloshing liquid. Physical experiments are carried out on a scaled S-WEC model to validate the mathematical and numerical methodologies. An artificial damping model is introduced to reflect viscous effects of the sloshing liquid. A motion decoupling algorithm based on auxiliary functions is developed to solve the nonlinear interaction of sloshing waves and floating buoys in the tank. A fully-nonlinear numerical model is established based on the boundary element method for a systematic investigation on dynamic properties of the proposed S-WEC. When the tank is oscillated by external loads (such as ocean waves), internal liquid sloshing is activated, and the mechanical energy of sloshing waves can be absorbed by the power take-off (PTO) system attached to these buoys. This paper proposes a novel design of liquid tank with built-in buoys for wave energy harvesting, named the ’sloshing wave energy converter (S-WEC)’. The authors provide a framework with different definitions of climate neutrality, then show how technological and demand-side mitigation efforts can help to achieve these targets. Non-CO2 effects must be addressed for climate-neutral aviation but are currently ignored in international climate policies. Our work provides policymakers with consistent definitions of climate-neutral aviation and highlights the beneficial side effects of moving to aircraft types and fuels with lower indirect climate effects. We further show that substantial rates of CO2 removal are needed to achieve climate-neutral aviation in scenarios with little mitigation, yet cleaner-flying technologies can drastically reduce them. We demonstrate that simply neutralizing aviation’s CO2 emissions, if nothing is done to reduce non-CO2 forcing, causes up to 0.4 ☌ additional warming, thus compromising the 1.5 ☌ target. Here we identify three plausible definitions of climate-neutral aviation that include non-CO2 forcing and assess their implications considering future demand uncertainty, technological innovation and CO2 removal.
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Despite being responsible for approximately two-thirds of aviation’s impacts on the climate, most of aviation non-CO2 species are currently excluded from climate mitigation efforts. To meet ambitious climate targets, the aviation sector needs to neutralize CO2 emissions and reduce non-CO2 climatic effects.
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